CHAPTER I

GENERAL

30100 Evolution of Electrical Rolling Stock

1 Electrical Concept

1.1 The development of mercury are rectifier for rolling stock application, wherein the dc
motor could be used for traction became a single major factor for large scale application of
single phase 50 Hz 25 kV for mainline electrification. Hitherto the performance of ac traction
motor in locomotive had always been considered inferior to its dc counterpart and ac
traction was only a compromise solution to save on the cost of OHE. The use of rectifier on
the locomotive on the other hand offered an alternative of a superior locomotive to a dc
locomotive. Initially water cooled mercury are rectifiers known as Ignitrons, (ignited
internally through an igniting electrode) were used. Indian Railways purchased two types of
locomotives of this type (WAM-1 from Europe & WAM-2 from Japan). But they gave way to
neater and more reliable solution of externally fired air coated rectifiers i.e. excitrons.
Excitrons had the additional advantage of reversibility i.e. converting dc back to ac and
could be utilized for regeneration to a limited extent. Indian Railways imported a few
locomotive of this design from Europe (WAG-1) and a sizable fleet was assembled and
manufactured at CLW as well. A few Japanese locomotives using silicon rectifier were also
imported (WAG-2).

1.2 With the development of High Power Silicon Diode Devices the entire technological
development of ac traction stock took a new turn and more powerful units of ac locomotives
were conceived. The silicon diode is simple to maintain and is extremely reliable. At present
bulk of the fleet of Indian Railways consists of such locomotives.

1.3 Both with mercury are and silicon rectifiers, the voltage control is achieved by an
electro-pneumatically operated tap changer. In the locomotives the high tension tap
changer has been utilized. Typical Power circuit diagrams of WAG-5 and WCAM-1 type
locomotives are given in Fig. 1.01 and Fig. 1.02. On some of the WAG-1 and WAM-2
locomotives, silicon rectifier with tap changer control has been replaced by the phase angle
controlled thyristor convertor.

1.4 MG locomotives: These locomotives of YAM-1 class (Japanese design) are in use in a
single isolated section viz. MAS-Villupuram section. They employ silicon rectifiers for
conversion. Salient data on electric locomotives is given in Annexure 1.01 /A.

1.5 EMU (Electrical Multiple Units) both on MG and BG employ Silicon rectifiers for
conversion and LT tap changers are used for voltage control. Salient features of EMU are
given in Annexure 1.01/B. Atypical power circuit diagram of EMU type WAU-4 is also given
in Fig. 1.03. Phase angle controlled thyristor convertor has also been deployed on a few
25kV ac MG EMUs in place of silicon rectifier and LT tap changer on Southern Railway.

2.0 Sources of Electric Locos

2.1 Indian Railways imported 100 WAM-1 Bo-Bo locomotives from Europe/and 36 WAM-2
and 2 WAM-3 Bo-Bo locomotive from Japan. Subsequent to this, 42 B-B high adhesion
(mono motor bogies) locomotives designated as WAG-1 were imported from Europe and 45
designated as WAG-2 from Japan. Ten WAG-3 locomotive o( B-B design of higher rating
were imported from Europe.

Manufacture of WAG-1 type of locomotive was taken up in Chittaranjan Locomotive Works

(CLW) and later on CLW switched over to the manufacture of WAG-4 type of locomotives.
After completion of 186 WAG-4 locomotives, Indian Railways switched over to 6-axle
locomotive of indigenous design and CLW have "manufactured a series of WAM-4 and WAG-
5 locomotives. With a view to improving the performance of the locomotive, WAG-5
locomotives with minor variations to suit specific application were also manufactured and
designated as WAG-5 with different suffixes.

2.2 Eighteen prototype 6000 HP thyristor control locomotives of 3 types designated as

WAG-6A, B & C were imported, six from ASEA and twelve from Hitachi in 1988. A prototype
locomotive of 5000 HP capacity with high adhesion bogies, designated as WAG-7 has been
designed and manufactured by Chittaranjan Locomotive Works. A new prototype control is
under development.

2.3 To meet the specific requirements of higher speeds for passenger services, CLW
manufactured WAP type locomotive using Co-Co flexi-coil bogies to work upto a speed of
130 km/h designated as WAP-1. This loco has been further upgraded for speed potential of
140 km/h by providing improved version of indigenously designed bogies. This loco is
designated as WAP-3. A few WAM-2 locomotives were fitted with modified drive and
designated as WAP-2 locomotive.

2.4 A chart exhibiting the salient features of ac electric locomotives is enclosed as Annexure
1.01/B Sheet No. 1 & 2. Major dimensions of the various locos are shown in Annexure 1.02.
Load tables for various locomotives are available at Annexure 1.03. Starting tractive effort
is limited to 37.5t due to limitation of bridges on Indian Railways. Brief writeups on 6000 HP
microprocessor controlled thyristor locomotives are given in Annexure 1.04 and 1.05.
Functional description of main circuit of thyristor EMU is given in Annexure 1.06.

3.0 Mechanical Concepts

3.1 Four axle locomotives had the following types of drives:

i) WAM1 : cordon shaft drive

ii) WAM2 and WAM3 : WN coupling drive

iii) WAG (1,3 and 4) : coupled gear drive through cordon shaft monomotor bogie European
design and also built at CLW.

iv) WAG2 : Monomotor bogie with flexible rubber couplings (quill drive) arrangement
(Japanese Design)

3.2 The monomotor bogie locomotives had a starting tractive effort of just under 32 tonne
with motor power of 790 HP per axle. Except for a few WAG1, WAG2 and WAG3 class
locomotives the bulk of the series of WAG1 and WAG4 class were manufactured at
Chittranjan Locomotive Works till early seventies. The performance of these locomotives
was also not found to be adequate for meeting increased operating requirements.

3.3 WAM-4 and WAG-5 locomotives which were indigeneously manufactured used Co-Co,
trimount bogies of ALCO design with axle hung nose-suspended traction motors. Same
design of bogie was also used in dual voltage locomotives (WCAM-1). In WAG-6A & B
locomotives, with a view to have a high tractive effort and high speeds (beyond 160 km/h),
6-axle locomotive having Bo-Bo-Bo arrangement was adopted. WAG-6A locomotive utilises
ASEA hollow shaft drive system whereas WAG-6B locomotive uses WN coupling. In WAG-6
locomotives high, adhesion Co-Co bogies using unidirectional motor and secondary
suspension arrangement was adopted. Indigenous bogies similar to those of WAG-6C
locomotive will be used in the prototype WAG-7 & 8 locomotives.

3.4 In WAP-1 locomotives, flexicoil bogie modifying the existing WDM-1 (General Motor
Design) has been used. WAP3 loco utilises an improved version of this bogie.
 CHAPTER II

MAINTENANCE OF ROLLING STOCK - GENERAL

30200 Shed Organisation

1. At the head of an electric loco (or EMU) shed will be Senior Divisional Electrical Engineer
(Rolling Stock) whose duties will be generally as defined in para 10108. He will be assisted
by one or more officers in lower ranks depending upon the work load.

2. The organization pattern in a loco shed will be generally as shown below:

30201 Duties of Shop Superintendent/Chief Traction Foreman (Maintenance)

He being supervisor in charge of the loco shed directly under the control of DEE / AEE (RS),
as the case may be, will be responsible for the maintenance of locos. His chief duties are:

1. To guide and instruct supervisors and men under him in the correct methods and
schedules laid down .for maintenance and repairs.
2. To keep a close watch on maintenance so as to reduce the unscheduled withdrawal of
locos to the minimum and to watch the performance of equipment involved in frequent
troubles.

3. To Initiate appropriate steps for recommissioning locos out of service.

4. Execution of various approved modifications and to maintain locos and the loco shed in a
clean condition.

5. To keep a. watch on the availability of stores for maintenance and modifications and to
initiate appropriate steps for timely recoupment.

6. To ensure efficient maintenance of the shed plant and machinery and ancillary services.

7. To coordinate with TLC and TF(R) regarding withdrawal of locos for shed attention, POH
and nomination of relief locos from shed.

8. To coordinate with the Training School regarding relief of staff for training and refresher
courses.

9. He will be the stock holder of all equipments on locos, assemblies and sub assemblies
and unit exchange spares.

30202 Duties of Electrical Foreman (Planning and Progress Office)

1. To maintain liaison with the operating wing and ensure timely availability of locos from
the shed.

2. To plan the scheduled and unscheduled repairs of locos to the shed as required, keeping
in view the shed capacity and proper utilization of inspection, lifting and heavy repair
berths.

3. To issue job cards and to coordinate the working of the sections so as to ensure timely
turn-out of the locos after attention / repair.

4. To maintain necessary documents to enable scheduled attention to various locos and for
revision of maintenance practices and instructions.

5. To keep a watch on tests and trials and performance of modified equipment and
maintenance of requisite records in this connection.

6. To maintain the History Register, Equipment Cards, Modification Charts and other
prescribed records.

7. To coordinate with the workshops regarding release of locos for POH and special shop
repairs and to arrange for dispatch of requisite information and records to shops.

8. To maintain statistics of engine-kilometres, failure records etc.

9. To keep a record of wheel wear and to programme for tyre-turning.

10. Furnishing shed statistics to HQ office.

30203 Duties of Section Supervisors

Each of the sections mentioned in 30200 will be under a supervisor of appropriate rank who
will be directly responsible for the following:

1. He will scrutinize the job card for the loco received for inspection/unscheduled repairs,
carefully study the work to be carried out and based on his personal inspection, list out
additional items of work, if any, for approval as explained in para 30210.

2. He will allot the work to the staff under him with special instructions, if any.

3. He will ensure that the work is carried out within the time allotted and the loco released
in time.

4. The supervisor will maintain a record of work done by staff with the purpose of taking
corrective action in the event of reported malfunctioning of the equipment immediately after
overhaul/repair

5. He is responsible for drawing, distributing and recording of all stores required by his
section, as well as any tools and testing instruments.

6. Before returning the job card in token of having completed the work, he will satisfy
himself that all work has been done satisfactorily. To ensure this he will make frequent
checks while the work is in progress.

7. He will ensure necessary co-ordination with other sections as well as with PPO.

30204 Distribution of Work Load in the Shed

Even though the classification of section in different Railways varies, the work load
arrangement is typically as under:

E1: a) To carry out preventive maintenance schedule inspections and overhauling schedules
on battery charger, rectifier blocks.

b) Trouble shooting and investigations of Unusual Occurrence Reports (UOR). withdrawal

and failures of Electric Locos/EMUs.

c) To oversee checking and complete testing of Elect, locomotives nominated for VIP /
Superfast trains and special trains.

d) To oversee checking and complete testing of the nominated locos /EMUs by PPO.

E1 section shall have a Quality Assurance Group consisting of competent supervisors and
artisan staff who will carry out superchecking on nominated scheduled/unscheduled locos.

E2: a) Test before and test after of all schedule inspection.

b) Electrical inspection and repairs (minor) of parts noticed defective during inspections i.e.
head lights. flasher lights, electrical equipments in BA panels, TFP, RPS, SL, Programme
switches, MP. EMC, DBR. SMGR. CGR, tap changer, cables, cable sockets and cable
connections.
E3: a) To carry out scheduled inspection, unscheduled repairs, modifications, overhauling of
traction motors.

b) Connection and disconnection of traction motors before lifting and after lowering.

c) To carry out scheduled inspection and unscheduled repairs, modifications and overhauling
schedule of auxiliary motors.

d) To disconnect and connect auxiliary motors while removing / refitting during overhauling
scheduled and unscheduled repairs.

E4: a) To carry out scheduled inspections, unscheduled repairs, modifications and

overhauling schedule oi i all delicate and precision electrical equipment like relays,
speedometers, ammeters, voltmeters and circuit breakers etc.

b) To disconnect and connect speedometer connections /DJ connections during unscheduled

repair.

E5; Major repairs and overhauling of EP and EM contactors, smoothing reactor. RPS. flasher
light. MP. TFP oil filtration, CGR, SMGR and tapchanger (during IOH schedule/unscheduled
visits) and modifications.

E6: a) Removal and fitment of EMCs, EPCs, RPS. DBR during AOH schedule.

b) Removal and fitment of SL, SMGR, Tap changer during IOH schedule.

c) Overhauling of BA panel, head light, TK panel, SB Panels, rotary switch board and
switches during AOH/IOH schedule.

d) Cleaning of cable junction boxes and cables during overhauling.

e) Overhauling of SMGR and GR during AOH schedule.

E7: Recabling work, partial or full.

E8: Electronic labs and PCBs etc.

M1: a) Inspection and running repairs of mechanical parts, under frame, brake gear,
wheels and axles, buffing gear, body doors and windows, locks, side glasses, look out
glasses etc.

b) Special checks.

c) Carry out pre-summer, pre-winter and pre-monsoon checks. -

M2: AOH/IOH schedule work on i.e. centre pivot, side bearers, roof, buffing gear, cattle
guard, rail guard, side glasses, look out glasses, doors, windows and locks.

M3: Inspection, repairs and overhauling of pantograph.

M4: a) To supervise the work of machine shop.

b) To supervise proper functioning of Tool Room and its upkeep.

c) To supervise and execute the re-profiling of wheel sets of electric locomotives on the pit
wheel lathe and its preventive maintenance.

M5: a) To carry out scheduled inspections and overhauling schedules on all pneumatic
equipment except compressors and exhausters.

b) Testing of all pneumatic equipments on test bench after overhauling.

c) To carry out scheduled inspections, unschedule repairs, modifications and overhauling of

compressors, exhausters and auxiliary compressors.

d) Removal and fitment of compressors, exhausters and auxiliary compressors during

overhauling, scheduled/ unscheduled visits.

M6: a) Mechanical disconnection and connection, lifting and lowering of locomotives.

b) Heavy repairs and overhauling of bogies and other mechanical components like wheel
sets, springs, axles boxes etc.

c) Traction motors assembly and dis-assembly.

M7: Remetalling of suspension bearings.

PPO: a) Receipt and dispatch of locomotives/ EMUs for their scheduled and unscheduled
visits,

b) Planning of scheduled and unscheduled repairs of locomotives / EMUs.

c) Monitoring the performance of developmental equipment.

d) Maintenance of history books, history cards of equipment fitted.

e) Keeping liaison with RSO regarding calling of locomotives/EMUs for

scheduled/unscheduled work.

f) To keep record of wheel wear and to programme reprofiling.

g) To scrutinize Electric Loco/EMUs log books on arrival of locomotives and issuing all job
cards to the section supervisor for proper attention to the defects and to ensure that the
work is done when the job cards are returned.

S1: All works pertaining to procurement of stores and liaison with HQ for timely
procurement of stores and upkeep of custody stores for non-stock items.

S2: Specification updating section.

S3: Tests and Trial Sections.

G: a) Electric and mechanical millwright sections.

b) Maintenance of cranes and M&P items.

c) General upkeep of shed.

d) Road Transport.

Technical Section

All technical correspondence of the shed i.e. outside and within shed, updating and feeding
of technical data in computer etc

Laboratory

Physical and chemical testing of all items including ultrasonic testing of axles and shafts.

Drawing office

All drawing work, preparation of office estimates etc.

Computer Section

Operation of computer - collection of data and processing.

30205 Technical Section

The chief responsibility will be :

i) Keeping track of every failure of components. The failure should be analyzed in detail on
the basis of which should emerge the analysis of the causes of failure, suggestions for
improvements, modifications etc.

ii) Documentation of all technical information.

iii) Keeping a watch that the maintenance instructions issued to the shed staff are up-to-
date and ensuring that the instructions are explained to the concerned staff.

30206 Specification Updating Section

This section will be responsible with the drawing office, to update list of specifications and
drawings against which different items are to be ordered and for issuing stocking advices to
Stores Department. It should also keep records regarding consumable stores so as to pin-
point any abnormal consumption for effective investigation.

30207 Test and Trials

The observations regarding tests and trials should be carefully documented for the benefit
of improving specifications or modifications to inspection schedules. The necessary
documents should be centralized and kept in the PPO.

30208 Materials Management

1. This subject is dealt in detail in Volume I. A few relevant items are being mentioned here.
A. The various components - sub-assemblies and spare parts shall be purchased from the
original/ approved supplier of equipment. Railway may however make out a compendium of
approved suppliers for each item/equipment, based on RDSO's/production unit's list. Any
variation from the same shall only be permitted personally by Chief Electrical Engineer.

B. For bringing in new suppliers in the compendium of approved suppliers, CEE may
personally authorise use of untried and untested equipment for field trials. Special care is
needed while approving any new make and type of brushes for traction motors.

C. Storage of Rubber Components

Storage procedures in general for any type of rubber components are given below: -

i) Rubber components should be kept away from direct sun light preferably in dark place.
Direct sunlight causes much faster degradation of the rubber components.

ii) They should be stored in a cool place as far as practicable, preferably below 30�C.

iii) The humidity of the storage condition should not be such that condensation of moisture
takes place on the surface of the material.

iv) In the vicinity of these materials, any loose electrical connections should be avoided, as
these cause production of ozone which adversely affects rubber.

v) Rubber materials should be stored away from contact with certain materials particularly
those containing copper and manganese which act as poisoning agents, aiding their fast
degradation.

vi) Under no circumstances rubber materials should be stressed during storage The portions
under stress undergo deformations with permanent set leading to degradation. The
materials should be stacked in such a way so that any super-imposed stresses are
substantially avoided.

vii) Any contact with grease or oil should be avoided as these cause swelling, softening and
deterioration of rubber materials.

viii) French chalk should liberally be applied on the surface of rubber materials.

ix) Great care is to be exercised so that the material is used in the order of their receipt in
the stores The rubber material whether under storage or in use continues to deteriorate.
The only difference is that under service condition, deterioration is much faster. Every
moment of storing is at the cost of useful life and prolonged storage of the material may
render it unserviceable due to progressive deterioration.

30209 Demarcation of Responsibility between Sr. DEE (RS), DEE and AEEs

The DEE / AEE (maintenance) will be responsible for day to day activities in the shed
including unscheduled attentions and scheduled inspections He will be particularly
responsible for induction of any new type of stock in the shed and ensure that the
maintenance schedule for such stock are finalized in the shortest possible time.

The Sr. DEE will in addition concern himself with the broader aspects of work and forward
planning such as watch-out for organizational shortcomings, indenting and progressing the
procurement of forward delivery spares, maintaining a close watch on the functioning of the
PPO and above all, exercising vigilant technical control over unusual occurrences, recurring
failures and unscheduled booking of locos to the shed and shall be in close liaison with Sr
DEE (OP)

30210 Job Cards

For each loco/EMU received in a shed for scheduled or unscheduled attention, the PPO will
issue a job card in proforma 2.01 to each section incorporating the following:

a) The nature of inspection (IA, IB etc.). Refer to chapters III and IV.

b) Additional items of work to be carried out on the loco/EMU by the section, based on
booked defects, pre-inspection of the loco or planned modification.

c) The time by which the loco/EMU is required to be released.

Based on his own inspection, if the Section Chargeman finds that any items in addition to
those mentioned by PPO are required to be attended to, he will get such work approved by
TF (M) and get the additional items also entered in the job card by PPO. The job card will
thus contain a complete record of all work done on a loco during its visit to the shed. When
the work is completed, the Section Chargeman will sign the job card indicating the time of
completion of the work and the names of the workers. The loco/EMU should be offered by
the PPO for final inspection by El only after job cards from all sections have been received
back duly signed by the respective Chargeman

30211 Shed Facilities

Machinery and plant for Loco Sheds

The list of machinery and plant recommended for a loco shed to cater for inspection,
maintenance, overhaul and repairs including IOH of locomotives is indicated here under.

List 1 - General Purpose Machines and Tools

A. Machine Section

1. Lathe 250 mm swing, 1500mm between centres 1

2. Lathe 150 mm swing, 1000 mm between centres 1

3. Portable tool post grinder for 12mm to 100mm dia wheel 1

4. Radial drilling machine 1

5. Universal milling machine 900mm x 300mm table with index. 1

6. Shaping machine, 600mm stroke 1

 7. Do all band saw . 1
8. Pillar drill (40mm hole in M.S.) 1
9. Power hacksaw to cut 150 mm dia M.S. 1
10. Floor grinder 450 mm dia wheels 1
11. Pipe threading machine 1
12. Pipe threading die sets 2
13. Pipe bending machine 1
14. Hand operated shearing machine 1
15. Marking table 1

B. Relay Room. .
1 Sensitive drill (20mm hole in M.S.) 1
2 Watchmaker's lathe 1
C. Welding and White-metalling Section .
1 Portable welding set 300 A dc. 1
2 Portable transformer welding plant 350 A ac. 1
3 Oxyacetylene welding and cutting set with 25 sets of cylinders for oxygen and
1
acetylene.
4 Eutectic weld deposit torch set 1
5 Smith's hearth 1
6 Smith's anvil and swage blocks. 2
7 Centrifugal white metalling plant (shop made) 1
8 Electric Furnace for melting bearing metal. 1
D. Painting Section. .
. Spray guns portable compressor unit and reservoir with 2 spray guns 1
E. Tool Room.. .
1 Portable electric tools : grinder drills, Wrenches 1
2 Torque wrenches 5 set
F. Compressed Air.
. Air compressor - complete with air drier and filter after-cooler, reservoir, outlet
2
valves 250 cfm ,9 kg/cm2
G. Vacuum cleaning, Water Pumps and Sanding. .
1 Portable vacuum plant 2
2 Filter cleaning plant (shop made) 1
3 Pit dewatering portable electric pump 1
4 Booster pump for washing lines. 2
5 Sand drying and sieving plant 1
H Other Electrical Equipment
1 Battery charger 2
2 Portable battery charger 1
3 Loading resistor for battery 1
4 Distilled water plant (Electrical) 2
5 Oil centrifuging and filtering plant 1
6 Pneumatic crimping tool for power cables 1 set
7 Hand crimping tool for control cables 2 set
8 Panto assembly fixture (shop made) 1 set
List 2 - Special Purpose Machines and Tools
A. Bogie Wheel Sets.
1 Pit type wheel lathe 1
2 50 tonne hydraulic press 1
3 10 tonne hydraulic press 1
4 Horizontal boring machine 1000 mm x 1000 mm table 1
5 Hack's burners 2
6 Bogie squaring jig 1 set
7 Wheel profiling set (tool room) 1
8 Grease guns and lubricating equipment (for each type of oil or grease) 3 set
9 Bearing extractor for transmission gears 1 set
10 Lifting beam for locomotive body with stand 2
11 Lifting tackle for bogie 1 set
12 Spring testing equipment 1
13 Shock absorbers and snubbers testing rig 1
14 25/30t hydraulic jacks for attending athermos bearing 5
B. Traction Motor and auxiliary machine Rewinding section
1 Pinion extractor 2
2 Pinion heating oil bath or induction heater 2
3 Auto transformer rectifier unit 100V, 150 A dc 1
4 Commutator turning lathe 1
5 Mica Undercutting and chamfering machine for armature 1
6 Armature banding lathe 1
7 Dynamic balancing machine for armature 1
8 Vacuum impregnating plant 1
9 Baking oven 200 degree C with trolley 2
10 Baking oven 40-60 degree C with trolley 2
11 Baking dynamometer with test bed 1
12 Contactor and relay coil winding machine 2
13 Brazing tongs with transformer 1
14 Brazing extractor 2 set
15 Hand operated shearing machine for insulation 1
16 Traction motor assembly fixture, for each type of motor. 1 set
17 Grease Guns 2 set
18 Commutator electric soldering irons. 6
19 Surge Tester 1
20 Dynamic balancing machine for auxiliaries 1
21 Bearing Extractor and inserter for traction motor and auxiliary machineries 1

22 TIG Welding Kit 1

. List 3 - Testing and Measuring Instruments and Panels .
A. Testing Panels. .
1 Test and calibration panel with meters for each type of relay. 1
2 Test and calibration panel with meters for speedometers 1
3 Test panel with meters for auxiliary machines 1
4 Loading dynamometer with test bed for auxiliaries 1
5 Test panel with meters for contactors, circuit breakers 1
6 Brake and pneumatic equipment test panel including air compressor 500 litre per
1
min. 15 kg/cm2.
. B. Testing and Measuring Instruments
1 2500 V megger 2
2 500 V megger 6
3 Universal multimeter 6
4 Portable voltmeter dc 3
5 Portable voltmeter ac 3
6 Portable ammeter ac 3
7 Portable ammeter ac 3
8 Current transformer set 20 to 2000 A 2 set
9 Set of shunts for dc ammeter 75m V 2000 A 2 set
10 Millivoltmeters 0-75mV 2
11 Vacuum tube voltmeter 1
12 Cathode Ray Oscilloscope 10 cm display double beam 1
13 High voltage tester 0-75 kV 1
14 High voltage tester 0-15 kV 1
15 Oil tester 0-50 kV 1
16 Current injection set 2000 A, 3 V dc 1
17 Silicon diode tester 3
18 Ductors 2
19 Contact Pyrometer (0-500� C) 3
20 Ultrasonic crack detector 1
21 Zyglo ultraviolet light crack detector 1
22 Brinell hardness tester 1
23 Shore hardness tester 1
24 Spring balance 0-1 kg 2
25 Recording ammeter 2
26 Recording voltmeter 2
27 Spring balance 0-3 kg 2
28 Spring balance 0.5 kg 2
29 Spring Tester 1
30 Battery voltmeters 2
31 Anemometer 2
32 Manometer 2
33 Vibration meter 1
34 Capacitance and inductance bridge 1
35 Clip-on ammeters 0-5-10-25-10 250 A 2
36 Dial gauges, vernier calipers, micrometers and feeder gauges 2
37 Revolution counters 3
38 kWh meter with accessories for mounting on loco 2
39 Electric coil tester 1
40 Electric timer 1
41 Portable relay testing kit 1
42 Commutator profile recorder 1
43 Stopwatch 2
44 Illumination meter 1
45 Wheat Stone bridge 1
46 Distilled water tester 1
47 Stroboscope/tachometer 1
48 Gear teeth micrometer 1
49 Tan-delta measuring instrument 1
50 Dissolved Gas Analyser 1
. .
. List 4 - Lifting, Handling and Transport equipment .
A. Lifting and Handling Equipment. .
1 45 tonne electric overhead travelling crane with 6 tonne auxiliary hoist (50 tonne
2 no.
cranes for 132 tonne locomotives)
2 25 tonne EOT crane with 6 tonne auxiliary hoist 1
3 15 tonne EOT crane 1
4 1.5 tonne monorail with electric hoist (in Stores Depot) 2
5 Lifting tackles for transformer, traction motor 1 set armature, loco underframe,
1 set
roof sections, bogie, wheel set, loco body etc.
6 1 tonne monorail with chain pulley hoist 2
7 2 tonne chain pulley hoist 3
8 Capstan units 3 tonne 5
9 Tirfor 3 tonne 3
10 Hydraulic jack 50 tonne with traversing bases 1 set
11 50 tonne screw jack with traversing bases 1 set
12 20 tonne high lift hydraulic jack with traversing bases 1 set
13 Accommodation bogies. .
B. Transport Facilities. .
1 2 tonne fork lift battery truck 1
2 1 tonne pallet battery truck 1
3 1 tonne material hand trolley platform type (rubber tyres) 3
4 1 tonne hand pallet trolley 3
5 7.5 tonne trolley on rail (for traction motors) 2
6 5 tonne truck 1
7 Jeep with trailer 1
8 Departmental wagon for armature 1
9 Departmental wagon suitably modified for transportation of 2 wheels and bogies 2

C. Weighing Machine/Scales. .
1 Weighing machine 1 tonne (Stores Depot) 1
2 Weighing machine 50 kg (Stores Depot) 1
. List 5 - Work Benches, Lockers etc. .
1 Workmen's tables, battery charging benches, armature trestles.
2 Bench Vices
3 Individual fitters tools.
4 Locks and keys for workmen.
5 Steel almirahs and stores racks.
6 Steel tables and chairs cardex boards, filing cabinets, index cards cabinets, typewriter,
calculating machines for PPO's office.
7 "Tables chairs for offices and supervisors, almirahs, filing racks, cabinets, typewriters,
duplicator, drawing office, and Ferro printing equipment.
8 Time office equipment, time clock, ticket filing racks, tables and chairs.
9 PCB testing kit.

30212 Modification of Designs for Rolling Stock

Railways should not adopt any new design or modify the existing approved designs except
for trials, without the prior approval of RDSO.

Procedure for Initiating and Progressing Modifications

1. One shed which has the bulk of the holdings of a particular class of loco / EMU will be
nominated by the RDSO, in consultation with the Railway, as the parent shed for that class
of loco /EMU.

2. Each Railway will continue to tackle operating and maintenance problems as hitherto, but
will also furnish complete particulars of all problems and failures on each class of loco /EMU
to the corresponding parent shed and RDSO together with the modifications evolved by it
and further suggestions, if any.

3. The nominated parent shed will then collate all the information in regard to each type of
failure, study the merits of the different improvements suggested from all angles and
submit recommendations to the CEE of the Railways, giving, full particulars of the most
satisfactory improvements / modifications after they have been actually tried out in service
and found feasible. When any defect is found to be intractable and expert investigation is
necessary, a comprehensive note on the subject should be prepared and submitted by the
parent shed to the Headquarters Office. CEE will arrange to forward the considered
recommendations to RDSO.

4. The recommendations received from the parent Railway will be subjected to a further
scrutiny and analysis by the different wings of the RDSO after which final instructions
regarding the standard approved method of modification / improvement will be issued to all
concerned, giving an identification serial number to each with full details and drawings
required for carrying it out.

5. On receipt of the instructions from RDSO, each user Railway will arrange to carry out the
modifications on priority on locomotives / EMUs until the work is completed in all
locomotives/EMUs. Progress of implementation of the modifications will be regularly sent to
CEE's office by each shed and CEE's office in turn will send a quarterly report of progress to
RDSO.

30213 Records and Register to be Maintained in LOCO / EMU Sheds

Particulars of some of the basic records to be maintained by sheds are given below:

1. History Book - For each electric locomotive / motor coach, a History Book should be
maintained in the loco / EMU shed by the Planning and Progress Office, (PPO). The History
Book should have separate pages allotted for recording the items listed below in the
proforma shown against each

a) Pre-commissioning details.
i) Contract or order number against which received.
ii) Date of despatch/shipment.
iii) Date of receipt by the Railway.
iv) Date put into service.
v) Particulars of tests and trials carried out and reference to reports on these
vi) Particulars and serial number of major equipment initially provided
vii) Particulars of any major defects rectified or modifications carried out prior to
commissioning.
b) Defects and failures during the Guarantee period:

i) Changes in Main Equipments:

PPO should record particulars of replacement of complete units of main equipment such as
Traction Motors, Transformer, Rectifier, Pantograph etc., together with serial numbers of the
original and substituted items and reasons for replacement.

k) Record of mechanical clearances with bearing on safety.

This History Book should be sent along with the loco/EMU to the workshop when the loco /
EMU is booked for POH for heavy repairs and should be received back with the loco /EMU.
The workshop should enter details of work done and modifications, if any carried out.

2. Equipment Cards: In the case of major items such as traction motors, transformers,
rectifiers, circuit breakers, pantographs, tap-changers, auxiliary machines, bogies, wheels,
etc. 'Equipment Card' should be maintained in the shed by the PPO so as to have for ready
reference the history of the equipment. Individual Cards should be maintained for each unit
of major equipment and the individual cards may be stored grouping them either equipment
wise or loco-wise as convenient. The Equipment Cards should contain details as shown
below:

30214 Unusual Occurrence Reports

A report indicating failure, withdrawal and any other technical abnormality in

locomotive/EMU observed on line is called Unusual Occurrence Report (UOR). This should be
made in each case recording in full detail as to what has actually happened and what steps
should be taken in future to avoid recurrence.

While suitable proforma may be laid down by each Railway to suit local requirements, the
UORs should basically contain the following details:

i) Report of Driver / Motorman detailing all his observations, together with remarks of TF(R)
and Officers incharge of operation.

ii) Observations made by Maintenance Organization i.e. Technical Investigation Section,

Maintenance Foreman and AEE/DEE (RS). A sample proforma is appended (Proforma 2.02).
UORs should be serially numbered for each calendar year to identify the homing shed, class
of loco and serial number of the occurrence for the class of loco /EMU during the year e.g.
TATA/WAG4/3/90. A copy of all UORs should be forwarded to CEE's office periodically.

30215 Periodical Review Information

Each homing shed should maintain requisite records and compile the following statistical
information for each month. While the report on availability and reliability of the locomotive
should be submitted to CEE every month, the report on the cost of repairs and maintenance
should be submitted quarterly.

I Availability and Reliability

Locomotives
1. Average authorized stock (on allotment basis)
2. Average total number on line (on allotment basis)
3. Average number under or awaiting repairs (on allotment basis)
4. Average number effective (fit for use) (on allotment basis)
5. Actual number in good repair stored (on allotment
basis) 5a. Average number available
for use (on allotment basis)
6 Average number in use
7. Average number of engines on the line for operation
8. Percentage of total engine hours spent
9. Engine km per day per engine in use on individual services
10. Engine km per day per engine on line on individual services
11 . Engine km per day per engine in use on all services
12 Engine km per day per engine in use on line (on allotment basis)
13. Engine failure

EMUs
1. Average authorized stock (on allotment basis)
2. Average total number on line (on allotment basis)
3. Average number under or awaiting repairs (on allotment basis)
4. Average number effective (fit for use) (on allotment basis)
5. Actual number in good repair stored (on allotment basis)
5a. Average number available for use (on allotment basis)
6. Average number in use
7. Train km, passenger
8. Hours
9. Vehicle km (in units)
10. Train Usage
11. Vehicle used
12. Motor coach failures
13. Gross tonne km
14. Power used

II Cost of Repairs and Maintenance

1. Engine km
2. Cost of repairs and maintenance per Engine km
3. Cost of repairs and maintenance per EMU stock (in units)
30216 Daily Loco/EMU Position

1. The Daily Loco/EMU position at 00.00 Hr, will be put up to CEE next morning. Over the
years various railways have evolved their own proforma depending upon the local operating
conditions.

2. The proforma as used on SE Railway indicating the Daily Loco position is enclosed (2.03).

3. The proforma as used by Eastern Railway indicating the EMU position is also enclosed (2
04).

4. Railway may evolve their own proforma based on these proformae

PROFORMA2.02

UOR NO............

...................................RAILWAY

UNUSUAL OCCURRENCE REPORT FOR ELECTRIC LOCOS/EMUs

Date...............

_________________________________________________________________
___________________________________
Driver's Report

1. Loco / Motor coach No.

2. Train No. and Time
3. Place of occurrence
4. Train Load
5. Catenary Voltage
6. Speed of train
7. Gradient at the place of occurrence
8. Weather conditions
9. Brief Description of occurrence
B. Observations of Operating Section

C. Observations of Maintenance Staff / Technical Investigation Section.

D. History of Locomotive / Motor coach Involved

1. Last inspection date:

2. Commissioning / IOH date:
3. Any special repair carried out on this loco / EMU:
4. Kilometres earned after last IOH:

E: Remarks of Sr DEE / DEE (RS)

1. Findings regarding causes of failure or damage:

2. Responsibility of staff:
3. Recommendations for modifications or improvement to equipment or maintenance
schedule or operating instructions:
4. Action taken for rectification:

Sr DEE / DEE (RS)

 CHAPTER III

MAINTENANCE AND OVERHAUL SCHEDULES OF

LOCOMOTIVES

30300 Maintenance and Overhaul Schedules of Locomotives

Indian Railways have gained considerable experience with the maintenance of electric
locomotives since 1960. Based upon the safety requirements, various checks have been
evaluated and already standardized. Also, based upon investigations into failures
instructions (SMls) are issued by RDSO. Even, for new type of locomotives, standard
equipment like pantographs, circuit breakers etc., continue to be used and established
maintenance practices for such equipments will, therefore, be applicable.

The scope of maintenance work to be followed in each maintenance schedule is arrived at.
based upon the following :-

i) Maintenance Instructions supplied by locomotive manufacturer for a new type of rolling

stock.. Copies of these manuals will be made available for reference by maintenance staff.

ii) Maintenance Instructions that are evolved on zonal railways for standardized equipments.

iii) Specific instructions already laid down regarding safety / fire prevention requirements
etc. of the rolling stock.

iv) Experience on the system taking into account environmental conditions in which electric
locomotives are expected to perform satisfactorily like temperature, humidity, dust, etc.

On the above lines, maintenance schedules for electric rolling stock of different classes and
types already in service have reached an optimum level. However, there may be necessity
for marginal changes as dictated by further service experience.

As far as new types of electric locomotives and their sub-assemblies that may be introduced
from time to time, the principles enumerated above are to be followed for arriving at
optimum scope of work consistent with periodicity of prescribed schedules

30301 Alterations in Maintenance Schedules

Presently individual railways might have made minor alterations in the schedules based
upon their own experience. Considering the wide variations in operating and duty cycles and
environments as experienced in different systems, this would be considered logical.
However, the recent trend is to enlarge the field of operation of electric locomotives. Thus
today electric locomotives of one system are running in other systems. Thus alterations in
schedules based upon local experience would have to give way to standardization of
schedules so that the locomotives of one system would perform satisfactorily when called
upon to operate in other systems.

In the light of experience and improvements based upon trials of modifications, it may
become advantageous either to reduce the scope of maintenance work or the periodicity
already prescribed and standardized. The following procedure -should be adopted for
effecting such changes.

i) Those which are connected with safety requirements, a comprehensive proposal indicating
the actual experience of the railways, the benefits that are likely to accrue due to proposed
changes and the particular reasons for suggesting the change will be sent to RDSO with the
approval of the Chief Electrical Engineer. Such modifications to the maintenance
requirements shall only be implemented after RDSO's approval.

ii) Proposals other than item (i) above .- A similar procedure must be adopted excepting
that the Chief Electrical Engineer may authorise provisionally the introduction of the change
subject to post-facto approval from RDSO. In case RDSO convey an opinion to the contrary,
the original schedule shall be brought back. The Railways can however continue to pursue
the matter with RDSO and if the latter agrees finally, adopt the change to the extent agreed
upon.

30302 Scheduled Inspections

The maintenance and overhaul schedules to be followed for AC electric locos are as under.-

Nature of Inspection/overhaul Place where to be carried out

Outstation shed or homing loco shed a
i) Trip Inspection, IT
convenient.
ii) Monthly Inspection, IA + 5 days Homing or nominated Electric Loco She
iii) Two-monthly Inspection, IB + 5days. Homing Electric Loco Shed
iv) Four monthly Inspection, IC + 10 days Homing Electric Loco Shed
v) Annual overhaul, AOH + 15 days. Homing Electric Loco shed
vi) Intermediate overhaul, IOH 300,000 km after POH or first Homing Electric Loco Shed or Nominat
commissioning or 3 years whichever is earlier � 1 month. Workshop.
vii) Periodical overhaul (POH) 600,000 km after commissioning or
Workshop nominated for the purpose
last POH or 6 years whichever is earlier � 3 month.

Detailed instructions for IT, IA, IB IC AOH and IOH and POH will be issued by CEE for each
type and each series of locomotives keeping in view inspection schedules issued by RDSO.
The scope of work is broadly covered in Annexure- 3.01.

Inspections as detailed above may need revision based on experience accrued on new types
of locomotives. For example with WAG 6A locos the schedules are monthly inspections, 6
monthly inspections, annual inspections and 3 year schedule.

30303 Technical Instructions

A set of the technical instructions relevant to the work of each section should be made
available so that they may carry out their work correctly. These can be classified under the
following heads :-

i) Inspection Books
ii) Inspection Charts

iii) Trouble-shooting Charts

iv) Technical Charts

i) Inspection Books: These give the scope of work of the various scheduled inspections viz.
IT, 1A, IB. IC etc. itemizing the works and the order in which they are to be carried out,
arranged section-wise. The responsibility of each section supervisor is defined.

ii) Inspection Charts: These charts are prepared for each component individually. These
cover a comprehensive list of all the points to be checked, the observations to be made,
clearances to be ensured, specifying the conditions under which such verification should be
made and the measuring equipment to be used for the purpose.

iii) Trouble-shooting Charts. Clear instructions should be issued in the form of trouble-
shooting charts for each type of defect, which detail the checks to be made and the order in
which they are to be made. Before the locomotive is given back to service, a competent
supervisor should satisfy himself regarding the correctness of the investigations and the
rectifications made. In trouble shooting, the investigating team quite often discovers a
pattern of failure on the basis of which modifications and improvements to designs may
have to be initiated.

iv) Technical Charts: These cover full details of all repairs, major adjustments and refitting
of equipment which are to be carried out. Where such repairs are not possible, the item will
have to be replaced by a new component. In the technical charts the detailed description of
the material, the tools to be used and the procedure to be followed and the defects to be
checked after completion of work are detailed.

v) The CEE's office will be responsible for ensuring that (a) the instructions received from
RDSO are forwarded to the Loco sheds and (b) the superseded instructions are cancelled,
withdrawn and destroyed, preserving one copy only for future reference. Instructions
received from RDSO require constant review and a system of generating feedback
information on the implementation of these instructions will be followed. Any modifications
required in RDSO's instructions should be carried out only after approval from RDSO.

These instructions require constant review in the light of experience. If any modifications
become necessary, Sr. DEE(RS) may introduce changes provisionally with the approval of
CEE. Such changes should, however, be advised to RDSO for scrutiny and final incorporation
in the documents (see para 30301).

30304 Engine Fitness Certificate

Whenever a loco for passenger service is issued from a loco shed or outstation depot after
scheduled inspection or unscheduled repairs, an "Engine Fitness Certificate" will be issued, a
sample form for which is appended (proforma 3.01 Part A and 3.01 Part B).
 CHAPTER IV

MAINTENANCE AND OVERHAUL SCHEDULES OF EMUs

30400 General

Para 30300, 30301 and 30303 will be applicable to EMU mutatis-mutandis as well.

30401 Scheduled Inspection

The motorman, after overnight stabling of EMUs, while taking over shall ensure draining off
of the air reservoirs to expel accumulated water.

a) The Maintenance and Overhaul Schedules to be followed for AC EMUs will generally be as
under-

i) Daily Inspection

ii) Trip Inspection (IT)

iii) Monthly Inspection (IA)

iv) Quarterly Inspection (IB)

v) Half Yearly Inspection (IC)

vi) Intermediate Overhaul (IOH)

vii) POH

b) The Daily Inspection is essentially an inspection to be carried out by the 'Running

Section. It may also be carried out in a shed if convenient or at an outstation when the unit
is stabled overnight away from the shed. IT, IA, IB, IC and IOH should be carried out in the
homing shed for each EMU whereas POH should be carried out at the workshop nominated
for this purpose for each railway.

c) The details of work to be. done during each schedule require periodical review in the light
of local conditions and operating experience with each type of EMU. The details given in
Annexure 4.01 are for guidance only.

30402 EMU Fitness Certificate

Instructions contained in Chapter III (Para 30304) for locos will apply mutatis-mutandis for
EMU as well. (Proforma 4.01).

30403 Testing of Air Brakes

A brief description of Electro-pneumatic brakes is given in the Annexure 4.02, Test

procedure for the air brakes is however given below:
1. Before an EMU train is issued for traffic from a shed after scheduled inspections, POH or
unscheduled repairs, a supervisor of the M5 section should test the air brakes of the
complete train formation. The brakes should be tested from the driving cabs at both ends of
the train formation.

A list of items to be checked in the case of Westinghouse brakes of ICF EMUs is given below
for guidance. Detailed check lists on similar lines should be prepared for different types on
EMUs and units fitted with Knorr brakes. These should be in the form of printed forms. The
completed forms duly signed by the supervisor of M5 should be preserved in the PPO for a
period of six months.

Check :

i) that all inter-car hose connections are made and all coupling, isolating the drain cocks are
in the normal position.

ii) that MR pressure is maintained between 5.8 and 7 kg/cm2 and the compressors start and
stop respectively at these values of pressure.

iii) that when the Driver's control switch, EP brake switch and isolating valve switch are put
on, the green indicator light in the driving cab glows.

iv) that the brake pipe pressure builds upto 4.57 kg/cm2 in approx, 90 seconds.

v) that when the brake controller handle is moved from position 1 to position II step by step
( a minimum of 6 steps should be used), the brake cylinder pressure builds up to the value
proportional to the handle position and is maintained at this value by the self-lapping
mechanism. In position II the pressure should be 3.5 kg/cm2 for cast iron brake blocks and
1.5 kg/cm2 and 2.0 kg/cm2 for motor and trailer coaches respectively provided with
composite brake blocks. When brakes are applied the orange lamp should light-up to prove
the application of brakes in all the bogies.

vi) that when the handle is moved back from position II to position I step-by-step ( a
minimum of 6 steps should be used) the brake cylinder pressure is reduced to the value
corresponding to the handle position and is maintained at this value by the self-lapping
mechanism.

vii) that when the handle is quickly moved from position I to position II, the brake cylinder
pressure will rise to the maximum set value.

viii) that on moving the controller handle from position II to position I, the brake cylinder
pressure drops to zero.

ix) that during EP application and release the brake pipe pressure is not affected.

x) that when controller handle is moved from position I to position III and then to IV, the
brake pipe pressure drops gradually with sound of escaping air, and brake cylinder pressure
rises correspondingly. When the controller handle is moved back to III, the drop in brake
pipe pressure and the rise in brake cylinder pressure should be arrested.

xi) that when controller handle is moved from position I (after allowing full BP pressure to
build up) quickly to 'Emergency' position V, brake pipe pressure is reduced rapidly and
brake cylinder pressure rises to slightly more than 3.9 kg/cm2 within 2.5 seconds.
xii) that with the brake controller in the driving cab in position II the brake cylinders on
each bogie are functioning and there is no leakage. Check also that the manual release
valves have wires attached to them to facilitate operation from the sides of the train.

30404 Maintenance of Vacuum Brakes

A brief description of vacuum brakes is given in the Annexure 4.03. Instructions regarding
maintenance of vacuum brakes are contained in TXR Manuals, the salient points of which
are summarized below:-

Periodical Examination of Vacuum Brake Gear:

1. All vacuum brake cylinders shall be lowered, examined, cleaned and necessary repairs
and renewals of rubber fittings effected, once in every 12 months. The code of the
examining station making such an examination, the date and words "EXD" shall be painted
in white on the cylinder thus : EXD-JTJ-10-1-1970.

2. In fitting up vacuum brake cylinders it is important to see that the lever of the brake
shaft is exactly parallel with the trunnions on which the cylinder swings so that no side or
cross strains are set up.

3. When putting a rolling ring on to a piston, care should be taken to ensure that the ring is
not twisted. Around the ring a seam line will be found, which should lie evenly and
horizontally all-round when in the groove. The correct alignment can be secured by pulling
the ring slightly away from the drum of the piston on the opposite sides with the thumb and
finger of each hand. A good rolling ring is one which when allowed to hang from the finger
will hang straight. Whereas, if a ring twists when being suspended it should be rejected. An
air tight fit is made between the piston and cylinder by the rolling ring.

4. (i) The stuffing box, gland and brass bush should be examined to ensure that they are
intact in all respects. Excessively worn gland will cause air leak below the piston and hence
should be renewed.

(ii) The gland is held in position by a brass ring having groove at top and bottom edges.
When the stuffing box is tightened the rubber gland is squeezed into the grooves. On
creating vacuum, the gland packing gets tightened, due to atmospheric pressure acting over
the outside of it.

(iii) The brass bush must be examined for wear, as this part has the important function of
maintaining the piston rod steady in its movement. When the bush is worn excessively the
travel of the piston becomes unsteady and jerky.

5. The joint ring between the flanges of the. vacuum chamber and cylinder should be in
correct position. To retain the joint ring in exact alignment while the cylinder is being lifted
into position, clips made out of split pins could be used.

6. While tightening up the joint, the nuts should be screwed up evenly all-round and not too
tightly or haphazardly.

Unequal tightening of the nuts may cause the cylinder being drawn out of shape. This
should be avoided. The correct procedure is to tighten up opposite nuts while assembling.
On creating vacuum the nuts should be tightened up finally.
7. The release valve has a flat valve head which normally remains seated cutting off all
direct communication between the body of the valve and the vacuum chamber or top of the
piston. This can be opened by pulling the release valve lever by hand. A defective seating
washer or a diaphragm washer will allow air to enter above the piston when vacuum is
destroyed and the vacuum cylinder will not function properly. Such defective washers
should be changed.

8. Cleaning: When dismantling a cylinder for cleaning all rubber parts should be removed
and kept clear of oil or any other solvent likely to damage the rubber. French chalk may be
used for cleaning or dressing the rubber fittings, or the working surfaces of the cylinder and
piston.

If it is found necessary to use a solvent to remove dirt from working surfaces of the metal
parts all traces of this solvent must be removed before replacing rubber parts, otherwise
deterioration and failure in service are liable to occur. These working surfaces are coated
with a special red rust-preventing varnish and the solvent must be of a nature which will not
affect this varnish. Emery paper or cloth should never be used to clean the piston and
cylinder.

9. The piston travel should be limited to a maximum of 4" (100 mm) to ensure effective
brake power.

Annexure 4.01

1. Daily Inspection

During this inspection, the Engine Examiner should- ,

a) carry out detailed checks in regard to any unusual occurrence reported by Motormen in
the log book.

b) visually inspect the auxiliaries for satisfactory starting and operation.

c) feel by hand that the temperature of axle bearings is normal.

d) visually inspect mechanical components like traction bars, pendular suspension, springs,
dampers etc. and the brake rigging to detect any abnormality; and

e) check the controls and indication and alarm circuits for correct functioning. Every unit
should be checked under the supervision of a Train Examiner (Traction), generally during
night stabling. Similar inspection (in addition to attention to the unscheduled repairs) should
also be carried out in a unit called to the shed for unscheduled attention, before it is
declared fit for traffic.

The important items to be checked are :

i) Tap all wheels to detect for loose tyres and tyre cracks. Visually inspect all wheels for
defects such as cracked tyres, flats etc. and also bogies and running gear for any
abnormalities.

ii) Feel all axle boxes by hand immediately after stabling. Check axle box covers,
iii) Check axle guide helical springs for breakage.

iv) Check brake blocks. Renew badly worn or cracked blocks. Adjust slack adjusters, if
required, to obtain clearance of 12 mm between brake blocks and wheels. Look. for broken
parts of brake rigging. Check the application of the brakes.

v) Check bolster helical springs visually.

vi) Check look-out glasses and head code glasses. Clean look-out glasses,

vii) Cushions to be checked and badly damaged cushions to be replaced,

viii) Test check passenger alarm chain for operation from at least 2 coaches in a train,

ix) Visually check the pantographs for any defect.

x) Check oil-level of air compressors and suspension bearings, top up if required,

xi) Check operation of automatic drain valve of main reservoirs. Drain all other reservoirs,

xii) Test the horns at both ends.

xiii) Check for noticeable air leakages in compressed air system.

xiv) Check inter-unit air hose couplings.

xv) Test wind screen wipers (in rainy season).

xvi) Test brake controller at each driving position for correct operation. Particularly observe
the brake-pipe pressure.

xvii) Test deadman's device in each driving cab

xviii) Test pantograph raising and lowering push buttons in each driving cab.

xix) Check Master Controller in each driving cab.

xx) Test auxiliary compressor.

xxi) Check battery voltage and trickle charge current.

xxii) Test signal bells.

xxiii) Clean the compartments and cushions. Clean driving cabs.

xxiv) Test headlights, flasher lights and tail lights including emergency lights.

xxv) Check that all the safety straps are in position.

2. Trip Inspection

1. The chief object of this inspection is to renew the worn-out brake blocks if necessary
usually at Intervals varying from 5 to 8 days particular attenation being paid to differential
rate of wear between motor coaches and trailer coaches.

2. The periodicity of this inspection will depend upon a number of factors such as daily
Kilometrege, proportion of 'fast' and 'slow' trains, quality of brake blocks etc. The periodicity
should be decided by each Zonal Railway depending upon its actual operating requirements.
It is essential to ensure renewal of brake blocks before they reach condemning thickness.

3 In addition to replacing brake blocks and the items listed against Daily inspection, carry
out the following checks:

i) Visually inspect the bogie frame for cracks or other damages,

ii) Check helical springs of axle guide for breakage,

iii) Check axle guide for excessive oil leakage,

iv) Check tightness of axle guide oil filling cap.

v) Check axle guide safety strap.

vi) Inspect axle suspension bearings of traction motors and check oil levels, particularly
check pressure and tightness of drain plug and filler cap. Tighten bolts.

vii) Check gear-box for lubricant level and tighten bolts,

viii) Adjust brake pull rod, rigging and slack adjusters.

ix) Inspect brake rigging components thoroughly particularly bushes, pins, split-pins and
cotters,

x) Check centre pivot.

xi) Inspect 'Schaku' couplers for cracks, deformation and damage.

xii) Inspect buffers and lubricate buffer plungers.

xiii) Lubricate screw couplers.

xiv) Check all doors and windows, door handles, foot-steps, window safety bars and hand
rails.

xv) Check that protective screen for look-out glasses, where provided, is properly secured.

xvi) Clean driving cab window panes and swab clean cushions.

xvii) Inspect pantographs for flash-marks, wear of strips and cleanliness of insulators.
Lubricate articulation joints, bearing joints and pans.

xviii) Check compressor crank case breather pipe.

xix) Check oil level of auxiliary compressor and top up, if required.
xx) Check operation of EP contactors and reverses by manual operation of the control
magnet valves.

xxi) Check transformer oil level and top-up if required. Check transformer for oil leakages.

xxii) Check colour of silica gel and replace if required.

xxiii) Open inspection covers and make a quick inspection of traction motors for flash-
marks, broken brushes, damaged pig-tails or other damages.

xxiv) Check that the auxiliary machines are running without any unusual noise.

xxv) Make a quick examination of all electro-magnetic contactors and relays.

xxvi) Make a quick visual examination of air-blast circuit breaker and test its operation.

xxvii) Battery: Clean vent holes of filler caps, check intercell and main connection, record
specific gravity and voltage of pilot cells, top up with distilled water if required and smear
cell connections and terminals lightly with petroleum jelly after cleaning.

xxviii) Check and attend to all defects of lights and fans.

xxix) Clean underframe equipment particularly at locations where fire is possible due to
accumulation of oily matter; also clean filters, as required.

xxx) Check the correct operation of RGCP.

xxxi) Check self lap feature of the EP brakes.

3. Monthly Inspection (IA)

In addition to the items listed against Daily and Trip inspections, the main items to be
attended to during Monthly Inspections are - .

i) Measure tyre (root wear and flange wear) and record. (Refer to Annexure 3.01 item F)
and reprofile if required and ensure that variation of diameters are within permissible limits.

ii) Check axle boxes for leakage of grease, specially from back dust-guard and for any
cracks or other damages.

iii) Inspect reversible gear-box of speedometer.

iv) Check suspension bearing housing fixing bolts for tightness.

v) Check gear-case securing bolts for- tightness.

vi) Check motor coach friction damper liners and pads.

vii) Check shock-absorbers for oil leakages.

viii) Check centre-pivot bottom cover with its fixing bolts and nuts.

ix) Inspect side-bearers for excessive oil leakage.

x) Inspect buffers for cracks and damages and tightness of fixing bolts.

xi) Check cattle guard for security of fastening, deformation and clearance from rail level.

xii) Check all seats, luggage carriers, strap hangers and door locks.

xiii) Check for leakages from roof (particularly prior to and during rainy season).

xiv) Check that hand-brakes are functioning effectively.

xv) Gauge and change if necessary, pantograph strips and clean all roof insulators.

xvi) Inspect and clean suction strainer and centrifugal dirt collectors.

xvii) Overhaul and. test reducing valves and check that correct brake pipe pressure of 4.57
kg /cm2 is built up.

xviii) Check complete compressed air system for leakage.

xix) Test EP, Auto and Emergency application from each driving position and brake cylinder
pressure in each coach. Check Guard's Emergency valves in driving cabs.

xx) Remove the arc chutes and inspect all EP contactors for flash-marks, contact wear,
contact wipe etc. Check for air leakage at control valves. Lubricate cylinders.

xxi) Check pressure in control air reservoir,

xxii) Check operation of all pneumatic governors.

xxiii) Check reversers for operation, finger pressure, wear of contacts, functioning of
auxiliary contacts and for air leakage at magnet valves.

xxiv) Inspect silicon rectifier cubicles and clean cubicles with dry compressed air.

xxv) Check cell-check device.

xxvi) Check traction motors for condition of commutators, arcing homs, brush holders, wear
of carbon brushes and condition of earth-return brushes. Renew brushes, if required.

xxvii) Examine all other DC motors also as above.

xxviii) Lubricate the bearings of auxiliary motors.

xxix) Clean air intake filters for traction motors and compressors.

xxx) Check tightness of all main cable connections.

xxxi) Check the contacts and auxiliary contacts of circuit breakers.

xxxii) Check for functioning of all indication circuits and lamps.

xxxiii) Check voltage stabilizer.

xxxiv) Check all lights and fans individually and test emergency lights.

xxxv) Check the speedometers.

xxxvi) Wash coaches internally and externally by hand scrubbing.

xxxvii) Check head light focussing.

Train formation should finally be checked by El and Ml sections before release for traffic.

4. Quarterly Inspection (IB)

Items given below are required to be attended to in addition to the items listed against
Daily, Trip and Monthly Inspections -

i) Check all axles with ultrasonic flaw detector.

ii) Check distance between wheel faces using prescribed gauge.

iii) Check axle guide oil level.

iv) Check condition of axle guide spring lower rubber pads.

v) Check condition of speedometer reversible gear box. v

vi) Traction motor suspension bearing lubrication pads to be checked.

vii) Measure and record radial and lateral clearances of suspension bearings.

viii) Inspect traction motor nose suspension bolts.

ix) Inspect bogie frames, swing links and bolsters carefully, particularly welded, rivetted and
bolted joints.

x) Check friction damper spring assembly.

xi) Check compressed height of swing bolster springs.

xii) Inspect draw-gear rubber pads. .

xiii) Uncouple 'Schaku' couplers and inspect the assembly. Lubricate the couplers as
prescribed.

xiv) Measure and record buffer heights.

xv) Body panels to be checked for rust, corrosion and damage.

xvi) Check passenger alarm device in each coach.

xvii) Clean the suction strainers of auxiliary air compressor.

xviii) Inspect all brake cylinders; tighten foundation nuts.

xix) For all EP contactors check air gap between main contacts, auxiliary contacts and spring
pressure of auxiliary contacts. Clean all insulating surfaces. Check magnet valve stem with
condemning gauge.

xx) Check reverser and changeover switch "WCO

xxi) In silicon rectifier cubicles, slide out each rectifier tray and clean the cooling fins. Clean
all air ducts, check power connections, check capacitor for oil leakage and inspect HRC
fuses, particularly terminal connections.

xxii) Open and inspect Master Controllers. Wipe dry all insulating surfaces and check
contacts,

xxiii) Clean supporting insulators and check tightness of connections of transition

resistances.

xxiv) Clean traction motor brush-holder insulator and check earth-return brush-gear. Check
junction box connections for tightness.

xxv) Check main compressor foundation bolts for tightness.

xxvi) In all electro-magnetic contactors check the air gap between contacts, conditions of
flexible shunts, knuckle spring pressure and hinge pins.

xxvii) Inspect all push button switch contacts and terminal connections.

xxviii) Check all knife switches.

xxix) Check current limit relay LT supply continuity.

xxx) Inspect voltage stabilizer transformer.

xxxi) Clean headlight reflector.

xxxii) Inspect commutator and carbon brushes of all fans. Renew carbon brushes if
required.

xxxiii) Examine axle boxes. If required change the grease. (This item is normally required to
be done during every third IB).

5. Half Yearly Inspection (IC)

In addition to the items listed against the earlier inspections, the important items to be
attend to are

i) Check pantographs for upward pressure.

ii) Renew oil in compressor crank-case and change the oil filter element assembly. Check oil
pressure,
iii) Decarbonize the valve assembly.

iv) Renew crank-case oil of auxiliary compressor.

v) Safety valves in compressed air system including brake cylinder safety valves to be
tested.

vi) Check the suspension arrangement of all under-slung equipment.

vii) In the brake controller, check self-lapping mechanism for correct functioning, regrease
fulcrum pins and rollers and examine moving and fixed contacts.

viii) Clean and regrease pilot valve in Master Controller.

ix) Test and adjust operating pressure of all pneumatic governors.

x) Check the condition of cones and rollers of all EP contactors, measure knuckling springs
tension, renew Gaco washers and inspect flexible shunts. Check tightness of power
connections.

xi) Attend to reverser and changeover contactor WCO as above.

xii) Test oil Sample from conservator, reactor tank and transformer tank of main
transformer for dielectric strength and filter the oil If BDV is below 40 kV for one minute.

xiii) Disconnect all inter-vehicular couplers and examine male and female pins.

xiv) In the main rectifier cubicle clean all insulators and examine for cracks. Check
individual diodes for tightness with a torque wrench.

xv) Examine Master Controller, lubricate interlocking mechanism and notching cam roller,
check contact gap, contact pressure and cam to roller gaps.

xvi) Check traction motor brush spring pressures. Lubricate armature bearings.

xvii)In MG set check bearings for grease leakage and lubricate bearings.

xviii) Overhaul and test all EP brake valves replacing all rubber component on a complete
unit basis.

6. Intermediate Overhaul (IOH)

The following items should be attended to in addition to the items listed against earlier
inspections -

i) Reversing gear-box for speedometer to be overhauled and speedometer to be tested on

test bench.

ii) Check 'Schaku' couplers for wear and damage and lubricate.

iii) Overhaul servomotor of pantograph and check all adjustments.

iv) Overhaul and test pantograph EP valves.

v) Remove main and auxiliary compressors and overhaul on bench. Test volumetric
efficiency.

vi) Overhaul and test brake cylinder.

vii) Overhaul the motors of all AC and DC auxiliaries.

viii) Remove air blast circuit breaker, overhaul and test on bench.

ix) Check the setting of all relays and test their operation manually.

x) Overhaul all coach fans.

xi) Remove battery set to battery room, examine carefully and subject the set to two cycles
of charge and discharge. Take capacity test at normal rate of discharge.

xii) Doors, windows and seats to be checked individually and all defects attended to. Upper
class cushions to be repaired and badly damaged cushions to be replaced.

7. Periodical Overhaul (POH)

The POH of EMUs should be carried out in the nominated workshop. The work content and
procedure to be followed should be on the same lines as for locos (Item D of Annexure-3.01
of Chapter 3).

8. Mechanical Safety Checks

The Train Examiner of EMU coaches will generally follow the manual and guides of TXR as
modified from time to time for application to EMU coaches. The principal clearances as
mentioned in (Item F of Annexure-3.01 of Chapter 3) should be checked.

9. Rebuilding and Recabling of EMUs

Activities as mentioned in (Item E(l) of Annexure-3.01 of Chapter 3) above may be carried

out on EMUs during every 4th POH and activities mentioned in (Item E(2) of Annexure-3.01
of Chapter 3) may be carried out during every 8th POH.

Annexure 4.02

ELECTRO-PNEUMATIC BRAKES

1. All BG EMU stock have been provided with 'self-lapping electro-pneumatic combined with
automatic' compressed air brakes. Two makes of equipment are in use viz. Westinghouse
and Knorr-Bremese. Though the details of equipment differ appreciably, both systems are
quite similar in principle. The description given below pertains mainly to the Westinghouse
equipment provided in ICF-built EMUs.

2. Electro-pneumatic braking is normally employed for service stops. The 'automatic brakes'
are used under the following circumstances-.-
(a) For automatic application of brakes on both halves of a train in the. event of a parting.

(b) For application by the Guard in an emergency.

(c) For automatic application due to operation of the dead-man's device.

(d) For service stops by the Driver in the event of failure of control supply for EP brakes.

3. When Driver makes an emergency application both EP and Auto brakes apply.

4. The main components of the equipment are as under-

(a) A main reservoir system consisting of a compressor in each motor coach feeding into
main reservoirs on motor coaches and supplementary reservoirs on trailer coaches
interconnected from end to end of the train by a main reservoir pipe with flexible couplings
at ends of coaches. The main reservoir is maintained at a pressure of 5.8 to 7.00 kg/cm2 by
means of pressure governors controlling each compressor. All the compressors in a train are
synchronized to start and stop together.

(b) A 'brake pipe' from end to end of the train with-flexible inter-connections between
coaches. The pressure in this pipe is maintained at 4.57 kg/cm2 to keep the automatic
brakes released.

(c) A 'brake unit' in each coach consisting of the control valves for control of EP and auto
brakes.

(d) The brake cylinders on each bogie with automatic slack-adjusters and associated brake
rigging. Usually the number of brake cylinders is four per bogie on motor coaches and two
per bogie on trailer coaches.

(e) A brake controller in each driving cab. The controller in the driving cab in use being
made operative by means of an 'isolating valve switch' operated by the Driver's key.

(f) A brake application relay in each driving cab, the one in the operative cab responding to
the operation of the brake controller to control the supply to the brake control train wires
carried along with the other control wires in the inter-vehicular couplers.

(g) Five train wires, viz. EP supply wire, brake application wire, brake holding wire, brake
indication wire and EP return wire.

(h) A warning system to indicate to the Driver if EP brakes have applied and to warn him if
a failure takes place.

(i) A pilot valve and emergency valve to operate the brakes if the deadman's device is
released,

(j) Isolating cocks, pressure gauges and control switches.

(k) Release valves for manual release of brakes in individual bogies.

5. Each coach has an 'EP brake unit' which houses the control valves for both EP and auto-
brakes. The "pipe-bracket' arrangement is used whereby the valves are bolted on to a
casting which has the requisite inter connections between valves by means of cored
passages in the casting itself, the only external pipe connections being from the main
reservoir and brake pipes and to the brake cylinder and atmosphere.

6. The brake controller handle has five positions as under-

(a) I ................................. Release and Running.

(b) II ............................... Full service EP.

(c) III .............................. Lap(for auto application)

(d) IV ........................... . Service automatic.

(e) V .............................. Emergency.

Lower brake cylinder pressures with self-lapping feature as explained later are obtainable
for intermediate positions of the handle between positions 1 and II, the actual brake
cylinder pressure being dependent upon the degree of handle movement away from position
I.

7. Fig 4.01 is a block diagram explaining the functioning of the EP brakes. When an EP
application is to be made, the controller handle is moved from position I towards position II.
First the holding train wire is energized which energizes the holding magnet valves
throughout the train, thus closing the exhaust from the brake cylinders. The application
valves are then energized via the application train wire. This causes compressed air to flow
to the brake cylinders from the main reservoir pipe, the rate of flow being controlled by a
choke (not shown in the figure). If the application valve remains energized, the pressure in
the brake cylinder 2 builds up to 3.5 kg/cm2, any rise of pressure beyond this value being
prevented by the "limiting valve.

8. Between positions I and II the self-lapping mechanism controls the brake cylinder
pressure. Fig 4.02 shows the self-lapping mechanism schematically. Movement of the
controller handle towards II compresses a spring in a small control cylinder, the amount of
compression depending upon the degree of handle movement. This spring acts on a piston
at the back of which air pressure form the brake cylinders of the leading bogie is applied.
When the brake cylinder pressure exceeds the value corresponding to the controller handle
position, the mechanism de-energizes the application train-wire, thus limiting the brake
cylinder pressure to the value corresponding to the handle position. If the brake-cylinder
pressure dropson account of leakage etc. the application wire is re-energized. If the handle
is moved backwards, the holding wire is de-energized till the brake cylinder pressure drops
to the required value. The self-lapping mechanism thus automatically controls the brake
cylinder pressure at a definite value corresponding to the handle position and enables
graduated application and release, in position II and V the application and holding circuits
are energized by 'positive acting' contacts bypassing the self-lapping mechanism, the
pressure then being limited by the limiting valve as explained earlier.

9. Two indication lamps are provided on the Driver's desk-a green lamp to indicate that EP
brake control supply is available and an orange lamp which lights up when brake application
is made if pressure has built up in all the bogies, which is detected by a pressure switch, the
pressure switches in all the coaches being connected in series. The extinguishing of the
green lamp indicates total failures of EP brakes necessitating use of the automatic brakes to
control the train. Failure of the orange lamps to light up when brakes are applied indicates
partial failure of the EP brakes. The Driver has then to be very vigilant and should be
prepared to control the train, if required, by using auto brakes.

10. Fig 4.03 is a block diagram explaining the function of the automatic brakes. When the
brake controller in the driving cab is in position I and the controller is put into operation by
putting on the 'isolating valve switch', compressed air is fed to the brake pipe from the MR
pipe via a reducing valve in the brake controller which ensures that the pressure in the
brake pipe is built up and remains steady at 4.57 kg/cm2.

The vital component in the automatic brake system is the 'triple valve' which forms a part of
the EP brake unit in each coach. Its functions are -

(a) When pressure in the brake pipe is 4.57 kg/cm2, it opens the brake cylinder to
atmosphere thus releasing the brakes and at the same time connects the brake pipe to an
Auxiliary Reservoir in each coach storing compressed air at a pressure of 4.57 kg/cm2 in the
Auxiliary reservoir.

(b) When pressure in the brake pipe is reduced either voluntarily by the Driver or the Guard
or due to parting of train or operation of the deadman's device etc., it closes the exhaust
from the brake cylinder and connects the auxiliary reservoir to the brake cylinders, allowing
the stored air in the reservoir to flow into the brake cylinders. The volume of the auxiliary
reservoir is so chosen that the maximum pressure in the brake cylinders is limited to 3.5
kg/cm2. The triple valve also has a lap' position whereby it is possible to control the brake
cylinder pressure to values below 3.5 kg/cm2 by holding the brake pipe pressure at
intermediate values making use of position III on the brake controller.

(c) When the brake pipe is recharged by moving the controller to position I. the triple valve
returns to the position indicated in (a), thus releasing the brakes and storing air in the
auxiliary reservoir in readiness for the next application.

Not shown in Fig 4.03 is a 'triple valve stabilizing valve' which ensures that the triple valve
does not react to small pressure pulsations.

11. In position V (i.e., 'emergency') of the brake controller, both EP and auto brakes apply
together. Rapid application of the automatic brakes is obtained by quick venting of the
brake pipe to atmosphere. A safety valve in the brake unit on each coach prevents
excessive pressure in the brake cylinders. This valve is normally set at 3.9 kg/cm2.

12. Release of the deadman's device by the Driver results in quick venting of the brake pipe
to atmosphere via an 'emergency valve1 resulting in full auto application.

13. A valve is provided in each driving cab to enable the Guard to vent the brake pipe to
atmosphere and thus cause brake application. A gauge is provided close to this valve to
indicate the brake pipe pressure to the Guard.

14. A pressure switch usually called the control governor' connected to the brake pipe
prevents application of power to the traction motors till the brakes are kept ready. This
control governor opens and cuts off traction control supply if the brake pipe pressure is
reduced.

15. A 'duplex' pressure gauge is provided in the driving cab to indicate to the Driver the
pressure in the main reservoir and brake pipes. Another duplex gauge indicate to him the
pressure in the brake cylinders of the two leading bogies.
16. Isolating cocks are provided to isolate a defective brake unit form the MR and brake
pipes and also to isolate brake cylinders in individual bogies.

17. The brake cylinders are equipped with automatic slack-adjusters to take up the slack in
the brake rigging with wear of brake blocks, thus ensuring fairly constant piston stroke and
obviating the need for manual adjustment of the brake-rigging between visits of the units to
the shed. This is an essential feature of brake equipment for suburban services, when the
brake block wear is quite high on account of frequent application of brakes.

18. The Knorr system is quite similar to the equipment described above. In this system,
however, the automatic brakes become operative automatically on failure of the EP system.
With this arrangement the brake controller has only three positions viz., release", 'full
service application' and "emergency".
 Annexure 4.03

VACUUM BRAKES

1 Vacuum brakes are provided in some EMU (MG). A description of the brake equipment
together with some details on general maintenance of vacuum brakes in goods and
passenger vehicles is therefore included here Fig 4.04 give the schematic diagram of the
system as adopted in MG EMUs.

2 When vacuum is created in the train pipe, the ball valve establishes communication
between the chamber above the piston and portion of cylinder below the piston. With equal
vacuum above and below the piston, the piston comes down by gravity and the brakes are
released. When vacuum in the train pipe is reduced by admission of air, the ball valve closes
and the pressure of air below the piston moves it up, the piston movement being assisted
by the rolling ring. The amount by which the vacuum is reduced in the train pipe determines
the braking force.

3. When a cylinder has to be manually released the 'release valve is operated to establish
communication between the chamber and the portion of cylinder below the piston. With
equal vacuum on both sides of the piston, the piston comes down by gravity and the brakes
get released.
 CHAPTER V

OPERATION OF ROLLING STOCK

30500 Divisional Organization

Senior Divisional Electrical Engineer /Divisional Engineer (Operations) assisted by junior

officer / officers is responsible for operation of Electric locomotives and Multiple Units in a
division.

30501 Duties of Chief Traction Foreman-Running (CTFR)

In addition to overseeing work of the ATFR, he will

I. exercise overall day-to-day control over staff in charge of electric loco operation and
outstation maintenance;

2 ensure day to day availability of electrical running staff for train services and exercise
control over the booking of such running staff:

3. arrange supply of uniforms, rule books consumable stores and tools to the running staff;

4. arrange periodical vision tests of running staff as prescribed and maintain records for the
same;

5. maintain 'Road Knowledge Register' for running staff and ensure that no person is booked
to work a train until he has thoroughly learnt the road and has signed a certificate that he is
fully acquainted with the road;

6. investigate and report cases of time lost on loco account whenever reported by the Traffic
Controller; depute Driving Inspector whenever required to investigate and collect more
details as required'

7. educate staff under his charge on safety rules and test their knowledge of such rules;

8. arrange relief of running staff as required for refresher courses and other training
schemes;

9. ensure upkeep of running rooms so as to ensure that staff get adequate rest in the
running rooms and are satisfied with the same this may involve liaison with other
departments;

10. arrange for outstation inspection of locomotives in accordance with the instructions laid
down; also carry out minor repairs at outstation depots to the extent feasible;

11. arrange drawal, distribution and accountal of stores and tools required for outstation
maintenance of electric locos and ensure that the prescribed tools, equipment and log
books are available in good condition on the locos;

12. exercise control and maintain liaison with operating department over terminal detention
in the yards viz. turn-out of locomotives in time for working trains and timely availability of
the staff;
13. investigate and report irregularities and signal defects noticed in train working and
reported by running staff;

14. ensure that the the Combined Driver's and Guard's Report are received back after
return of the crew to HQ.;

15. scrutinize forms submitted by driving staff to the Statistical Branch;

16. arrange adequate representation in minor joint inquiries in regard to accidents,

detentions etc.;

17. accompany relief trains in case of accidents involving electric rolling stock and supervise
relief operations at site;

18. ensure that the speedometer charts are regularly sent to Loco Inspector (TELOC) sitting
at Divisional headquarters-100% for passenger locos and 25% for goods loco, and take
appropriate action in regard to the irregularities. (A suitable cell may be set up for this
purpose). After removal the charts may be preserved at least for a week;

19. arrange to ensure filling of dry sand in sand boxes of locos and EMUs and availability of
dry and clean sand as per RDSO specifications at all places nominated by Sr. DEE/DEE(OP).

30502 Duties of Assistant Traction Foreman - Running (ATFR)

ATFR will

I. ensure that the staff reporting for duty are sober and not under the influence of alcoholic
drinks. All incoming staff will be subjected to breath-analysis before being allowed to
perform the duty.

2 ensure that all running staff posses the valid competency certificates.

3. display of temporary speed restrictions in prominent manner at the booking offices.

4. notify the driver regarding existence of Short Neutral Section to avoid raising of both
pantographs.

5. arrange relief for running staff whenever asked for by the Traction Loco Controller (TLC)
to avoid running staff performing more than the prescribed hours of duty at a stretch.

6. ensure that the outgoing locos / EMUs are provided with full complement of tools,
emergency telephones, fire extinguishers and other essential consumable stores.

7. ensure filling of sand in sand-boxes of locos and EMUs and availability of dry and clean
sand at all outstations and booking points.

8. investigate and report cases of time lost on loco account whenever reported .by the
Traffic Controller; depute Driving Inspector whenever required to investigate and collect
more details as required.

9. arrange inspection of incoming and outgoing locomotives at the "bhar" line and ensure in
coordination with the maintenance staff that booked repairs are carried out.
10. report to TLC the details of locos to be attended to at outstation sheds and the defects
which require attention at shed; the cases of unusual occurrences should also be reported.

11. prepare position of issue and return of Combined Driver's and Guard's report in the
proforma at Annexure 5.01

12. ensure that the staff are availing adequate rest at headquarters and outstations.

13. ensure proper upkeep of "sign ON" and "sign OFF" register and see that every running
staff reporting for duty in his office signs in this register.

14. supervise call boy and Box Porter and instruct them suitably for calling the crew and
sending the boxes respectively.

30503 Loco Control Organization

Personnel manning the TLC Organization should be adequately trained. In addition they
should be sent for refresher courses to the Training Schools and Sheds periodically as
specified to keep themselves familiar with the current problems on locos so as to be able to
guide loco crew effectively.

30504 Duties of Assistant Traction Loco Controller (ATLC) & Traction Loco
Controller (TLC)

ATLC / TLC will

1. maintain a list of passenger fit locos and watch the running of passenger trains, report
after necessary investigation all cases of time lost on loco account as well as time made up
by drivers;

2 plan in consultation with the PPO of the shed and move the locos to the shed for
scheduled inspections and unscheduled repairs and obtain forecast of locos likely to be
made fit by the sheds and plan the movement of such locos for clearing traffic, in
coordination with the Traffic Controller;

3. watch the detention to electric locos as well as. electrical running staff in yards and
sections and take remedial action in coordination with the Traffic Controller;

4. maintain liaison with contiguous divisions in respect of "balancing" of crews;

5. watch train operation in order to avoid excessive waiting duty for running staff and take
remedial action as required in coordination with the Traffic Controller;

6. guide staff in trouble shooting if they are stuck up on line;

7. send back to the homing shed of foreign Railway loco due to scheduled inspection;

8 study cases of running staff performing more than prescribed hours of duty at a stretch
and take necessary remedial action to avoid recurrence;

9. Prepare the locomotive charts.

30505 Duties of Chief Loco Controller (CTLC)

In addition to overseeing the work of ATLC/TLC he will

1. check of loco link charts, booking records and control charts and report all cases of
avoidable detentions to electric locomotives in yards and sections;

2. update the list of speed restrictions and advise different crew booking points on the
division;

3. organize suitable relief loco in consultation with Section Controller in case of loco
disablement;

4. scrutinize daily loco operating statistics;

5. organize trials of electric locomotives;

6. arrange escorting staff for trains carrying VIPs and other important trains as per
procedures specified by the Railway.

30506 Duties of Driving Inspectors

The Driving Inspectors will report to CTFR and their main duties will be as given in
subsequent paragraphs.

30507 Duties of Junior Driving Inspector (JDI)/Senior Driving Inspector (SDI)

He will

1. plan out in advance that train drivers and other running, staff put under their charge
'learn the road' and become fully familiar with all the signals and layout of the track, en
route and in yards; test the running staff for their knowledge of road as detailed in para
30615 and arrange for issue of Competency Certificate to them;

2 train running staff in the correct methods of trouble-shooting, correct manner of operation
of electric locomotives, inspection of locomotives in accordance with the prescribed rules;

3. maintain records in respect of running staff allotted to his charge indicating the training
imparted, refresher and promotional courses gone through, knowledge of safety rules,
knowledge of troubleshooting procedures etc.; watch running staff of poor calibre with a
view to improve them and in exceptional cases when a person fails to make the grade,
submit report to TFR;

4. make himself fully aware of the competence of each of the crew .under his control. He
should also be familiar with their habits, like drinking etc., traits, state of health and other
personal problems. It is the responsibility of driving inspector to ensure that he has
counselled all the crew under his control at least once a month. For this purpose he will
maintain a proper calendar /diary;

5. keep high morale of the driving crews and keep on reporting about the same to
superiors;

6. conduct enquiries into accidents, detention cases, disciplinary cases, etc., as directed by
his supervisers;

7. carry out any other duties assigned by Sr. DEE/DEE/AEE(OP).

30508 Duties of Senior Loco Inspector (SLJ)

In addition to the duties assigned by Sr. DEE/DEE/AEE (OP), he will

1. carry out trials and checks on speed, signal visibility, riding quality of locomotives; test
staff of other departments as prescribed for their knowledge of rules applicable to operation
of Electric Locomotives and report to SR. DEE/DEE/AEE (OP), if any irregularities are
noticed;

2. inspect locomotives particularly in regard to safety items and take necessary action to get
the defects attended by the home or outstation shed.

A nominated Loco Inspector designated as Senior Loco Inspector (TELOC) will collect and
scrutinise the speedometer charts regularly- 100% for passenger locos and 25% for goods
locos and bring irregularities to the notice of Sr. DEE/DEE/AEE/(OP) for appropriate
corrective action.

The assigned SLI shall keep a watch on duty hours of the Running Staff and report the.
matter to Sr. DEE/ DEE/AEE (OP) for taking suitable corrective measures.

30509 Vision Test Register

1. All running staff are required to be periodically examined to ascertain their fitness in A-l
medical category and other special prescribed tests, if any. Running staff who are below 45
years of age are required to be examined once in 3 years and those who are over 45 years
are required to be examined once a year. At the headquarters station of the running staff, a
register as per proforma placed below should be maintained to record particulars of
periodical medical examination:

VISION TEST REGISTER

Next
Date of Date of Medical Certificate Whether passed
S.No. Name Due
Birth examination Category No. with spectacles
Date
1 2 3 4 5 6 7 8

2. Separate registers will be maintained for each category of running staff. No member of
the running staff should be allowed to become overdue vision test, and any person who is
overdue vision test should not be booked out on running duties. If during the periodical
medical examination a person is declared unfit for A-1 medical category he should be
forthwith withdrawn from running duties.

3. On transfer from another section, particulars of last medical examination should be

obtained and entered in the Vision Test Register before. the employee is booked out for
running duties, including road learning.
30510 Running Staff Passed Fit with Spectacles

1. A list of Drivers, Assistant Drivers, Shunters and Motormen who have been declared fit
for A-l category with glasses should be prepared with the names of staff of each category
arranged separately and in alphabetical order. This list should be exhibited prominently in
the booking office for each category of staff, who are likely to be booked from his station.
The TFR should ensure that this list is complete and updated in all respects. For this purpose
he should make 100 percent cross check of all the names in the list with details entered in
the Vision Test Register at least once in six months.

2. Each member of the running staff who is declared fit for A-l category with glasses must
constantly use glasses on duty and in addition should carry a spare pair of spectacles with
them always when on duty. During inspections, check should be exercised by officers and
supervisors to ensure compliance.

3. Running staff passed fit with spectacles are also required to sign a 'Spectacle Register' on
reporting for duty in token of being in possession of two pairs of spectacles.

30511 Rules Applicable to Running Staff

The General Rules and the Subsidiary Rules issued by the Zonal Railways prescribe the
duties of train crew. Running staff will also be abided by all the rules given in Operating
Manual of Zonal Railways about their call, booking and liability for duty, etc.

30512 Acknowledgment of Circulars etc.

In addition to thorough familiarity with the General and Subsidiary Rules, Manual of AC
Traction, Accident Manual, Working Time Table (in particular the permanent speed
restrictions), Operating Manual for various types of electric locomotives and departmental
circulars issued from time to time, every member of the running staff shall, when signing on
duty, study circulars, notices, instructions, copies of the Gazette etc. displayed on the notice
board or in the registers provided for the purpose. They shall particularly acquaint
themselves with details of temporary speed restrictions imposed in the section in which they
have to work, details or Caution orders and advice of defective signals. If any person has
not understood any of the instructions, he may seek clarification from the ATFR on duty.

30513 Availability of Dry Sand

All electric locos and EMUs are fitted with sanding equipments to improve adhesion and
prevent wheel-slipping when starting under difficult conditions e.g. up-gradients or when
rails are wet. Sanding is effected by means of electro-pneumatic valves to sand the front
axles of each bogie in the direction of motion, the control being achieved by a pedal switch
in each cab. Means are provided to adjust the height of the sanding nozzles. In modem
locos automatic sanding takes place on the onset of incipient slipping.

The sand to be used should not cake in the sand box and should be dry, free from clay,
loam, mica and other foreign materials. A detailed specification for the sand has been issued
by RDSO. Facilities should be available in all loco sheds and such outstation depots as
considered necessary for ensuring art adequate supply of screened and dry sand. Special
care is also required during inspections to ensure the water-tightness of sand box covers.

30514 Seasonal Precautions

1. A few essential precautions required to be taken prior to the commencement of the
monsoon, pre-summer season and pre-winter season are listed below. Local instructions
may be issued to supplement these lists as required.

2. The pre-monsoon precautions :

a) Test the water-tightness of loco/EMU body including roof by means of a high pressure
water jet and seal all leakage points. (It must be ensured that the loco / EMU is well away
from live OHE to prevent the water jet coming into contact with live wires).

b) After the first rain the loco /EMU should be inspected thoroughly to detect and attend to
leakage points. Special attention should be paid to the following water leakage points -

i) Body joints

ii) Joints of the mounting bases of the roof equipment.

iii) Joints of marker lights.

iv) Joints of look-out glasses and side glasses.

v) Door gaskets.

vi) Sand-box joints.

vii) Roof gaskets.

viii) Head light gaskets

c) The wind-screen wipers should be tested and attended to.

d) Roof joints with super-structure-roof gasket should be in good fettle.

e) Joints of side body filter with super structure.

f) Ensure cleanliness of roof gutter.

g) Proper functioning of sanders should be ensured.

3. The pre-summer precautions :

a) Clean all filters and check depression with a water manometer to ensure that the
cleaning has been thoroughly done.

b) The loco interior should be thoroughly cleaned of any accumulation of oil and dust.

c) Axle boxes should be thoroughly examined.

d) Drivers must be alerted to feel the axle boxes as often as possible.

e) Fans in the driver's cabs should be attended to.

f) Relay covers are properly provided and sealed to avoid ingress of dust.

4. The pre-winter precautions :

a) Heaters : It should be ensured that all the four cab heaters are in working order

b) Window Shutters : The window shutter sealing gaskets should be checked and made air
tight.

c) Doors : Ensure that cab doors and corridor doors locking handles are in working order.
The door sealing gaskets should be held tight in the position.

d) Cab Ventilators : Ventilator cover sealing should be perfect.

e) TFP : Main power transformer and Tap changer breather silica- gel condition should be
checked and replaced if necessary. Oil levels in TFP & GR to be checked and oil tested for
DE.

f) Oil Baths : Main compressor and exhausters oil baths should be checked and oil
replaced, necessary.

g) Sanders : Sand boxes should be checked : wet sand removed and dry sand filled.

h) Traction Motors : TM inspection cover sealing gaskets should be checked to ensure that
there is no air leakage

i) Pantograph : The servomotor of pantographs should be drained off and regrease . Roof
and panto insulators should be applied with a coat of silicone grease.

j) SMGR : Tap changer servomotor cylinders should be cleaned and regrease.

k) Battery : Terminals should be checked for sulphation, cleaned and petroleum Jelly
applied on the terminals.

l) Brake cylinder : Adjustment should be carried out and regreasing done.

Annexure 5.01

COMBINED DRIVER'S & GUARD'S REPORT

(Para 30503)

Sl. Name of HQ Desig. Token No. Train No. Ticket No. Ticket No. & Remark
No. Crew of Crew issued dt. Of return
. . . . . . . . .
 CHAPTER VI

OPERATION OF LOCOMOTIVES

30601 Trailing Loads Assigned to Various Locomotives.

1. The trailing loads assigned to various types and classes of locomotives will be governed
by the Load Chart issued by RDSO. (refer Annexure 1.03). These loads are worked out
taking the theoretical site condition and the track geometry specified in the drawings. Actual
site condition and the track geometry may differ. The ruling gradient of the section may
differ from the declared grade and the section may have curves, the radius of which may be
different from the radius taken in the calculation of the assigned load. Further, partial brake
binding, capability of an average driver combined with adverse weather condition may affect
the actual load that can be hauled by a locomotive in a particular section. Therefore, before
the loads of a particular class of locomotive are fixed for various sections, the actual trials
with specified loads on these section should be carried out. The trial would ensure the ability
of the locomotive to start and haul the nominated load on the ruling gradient.

2. For multiple operation, separate trials should be carried out with 2,3 or 4 locos in
multiples as required in actual operation. These need not be exact multiples of loads with a
single loco, since the sharing of loads by the locos may not be equal due to various
manufacturing tolerances, varying wheel diameters etc.

3. The nominated loads both for single and multiple operation should be determined for
each section, loco class-wise and tabulated.

4. Loads for each section with multiple operation should be given in the table as mentioned
above and also when the motors or pairs of motors have been cut out.

5. The loads will be fixed section-wise for each class of locomotive by CEE in consultation
with COM.

30602 Time Tabling and Loco Link Diagrams

To achieve maximum utilization of locomotives, loco link diagrams should be prepared in

such a manner that the locomotives are kept on the run for the maximum number of hours
each day with the minimum detentions at terminal stations. This work has to be done by
close co-ordination between Sr DOM/DOM and Sr DEE(OP)/ JEE(OP).

30603 Assessment of Operating Staff for Electric Locos.

1. For mail, express and passenger services running staff links are prepared based on the
time table and keeping in view the prescribed minimum rest to be given at out-stations and
headquarters station. This will give the bare number of sets of running staff required. Each
set will consist of one grade A Driver and one Assistant Driver. For Rajdhani/Shatabdi
Expresses or other high speed trains the assessment of crew will be modified suitably since
the function of Asstt. Driver are performed by a Co-driver booked to assist the train driver.

2. Requirement of running staff for goods services is arrived at on the basis of the "turn-
round" method. The turn-round of a Driver is "signing on time" to "signing off time" and
includes waiting duty at both ends.

The average turn-round time T' hours for a Driver is equal to average time from signing on
at the starting station till commencement of journey plus average journey time plus average
time from arrival at destination to signing off.

If there are N trains to be run per day, the total Driver hours per day will be equal to TxN
hours At an average of 104 hours of duty for 14 days per driver, the number of drivers
required will be TxN divided by 104/14.

Each set of staff to operate goods trains will consist of a Grade 'B' or 'C Driver and one
Assistant Driver.

3. The detailed procedure for assessing the Running Staff requirement has been given in
Operating Manual of Zonal Railways. Running Staff requirement and its review shall,
therefore, be carried out as per instructions laid down in that Manual.

a) leave reserves in the appropriate category as per prescribed percentages;

b) special and non-scheduled trains;

c) loco shed working;

d) over lapping crew at out stations; . .

e) relief crew en route;

f) trainee reserve in the prescribed category;

g) other special duties.

30604 Duties of Electric Loco Drivers

In addition to the duties laid down for Drivers in Chapter IV of General and Subsidiary
Rules, Drivers shall be responsible for the following:

1. On taking over, a driver must study the log book and inspect the locomotive / EMU as
laid down in the Operating Manual of the particular class of loco. If he finds any
abnormality, he shall work in accordance with the instructions laid down in the Operating
Manual.

2. When looking out he shall pay particular attention to the state of OHE of his own line and
lines in proximity.

3. While examining the under-gear or attending to any part of the under-gear he shall keep
the brake of the train (or in the case of a light engine the locomotive brakes) fully 'ON'.

4. Before examining or carrying out any work on equipment in the high tension
compartment, he must lower the pantograph and earth the locomotive in accordance with
prescribed instructions.

5. The Driver shall not permit any unauthorized person to travel in any cab or corridor of
the locomotive. Apart from the engine crew, only authorised supervisors of the Traction
Branch and those specifically authorised in writing by Sr. DEE/(OP) DEE(OP) shall be
allowed to travel in any of the cabs of the electric loco. When working the train, the Driver
shall not enter into discussions or conversation with persons traveling in the cab.

6. The Driver shall ensure cleanliness of the locomotive. He may make use of Asstt. Driver.

7. The Railways may issue special instructions locally for the checks to be performed by the
drivers/ assistant - drivers on the locomotives when the halt at a station exceeds 10
minutes. This will depend upon the nature of the section and severity of the service.

8. In the event of any abnormality on the run, he shall carry, out the instructions in the
Operating Manual of the locomotive. He shall also keep a detailed record of unusual
occurrences or abnormalities experienced and submit report in the prescribed proforma to
the TFR. If he Is unable to localize and repair any fault on line, he shall make use of the
emergency telephone to seek the advice of TLC.

9. The Driver/motorman shall keep a special watch on the pantograph of his own train as
well as passing electric trains and report any abnormality as soon as possible to TPC/TLC. If
he notices any serious defect in the pantographs which are likely to cause damage to OHE,
he shall stop the train forthwith and convey details to the TPC/TLC on duty.

10. He will report any speed restriction if put near the Neutral Section which is likely to
result in stalling of train in the dead zone.

11. Before signing 'off duty, the Driver shall submit reports as prescribed by local
instructions including any abnormality in signals, speed restrictions and trains along with
the unusual occurrences observed in the locomotive during trips worked by .him to ATFR.

12. He will report for duty with a neat appearance in proper uniform.

13. He will perform any other duty assigned to him from time to time by ATFR.

14. The driver shall exchange signals enroute with assistant driver, station staff and guard
of the train as specified in GR and SR.

30605 Duties of Assistant Drivers

In addition to the duties laid down in Chapter IV of the General and Subsidiary Rules, the
Assistant Driver shall be responsible for the following-.

1. Cleanliness of the locomotive.

2. During the run he shall examine the following items from time to time:

a) Battery / generator voltage.

b) Charging current

c) Transformer oil level and temperature.

d) Oil level in compressors and exhausters.

e) Functioning of blowers and auxiliaries. .

f) Target indicator of relays.

3. Assistant Driver shall assist the Driver to enable him to carry out instructions as detailed
in para 30604 and sub-para 4 of 30634. He shall also watch out for any unusual smell or
abnormalities.

4. He will report to duty with a neat appearance and proper uniform.

5. He will perform any other duty assigned to him by the Driver and ATFR.

6. For Rajdhani Shatabadi/Express or similar high speed trains the functions of Asstt. Driver
will be performed by the Co-driver provided to assist the train driver.

7. He will assist the driver in attending any irregularities on line like ACP, HPD etc.,

8. He will ensure draining of cocks to expell moisture whenever the train stops for more
than 15 minutes.

9 He will be responsible for maintaining a log of times and detentions enroute.

10. He will exchange signals with driver, station staff and guard of the train as per
instructions laid down in GR and SR.

30606 Checks by Driver on Taking Over

Every time a locomotive is taken over from a shed after scheduled inspection or repairs or
from a stabling line after maintenance or repair work has been carried out, it is the
responsibility of the Driver to check and ensure that the locomotive he has taken over is fit
and safe in every respect for service on the line. He shall operate it with due care taking
personal interest in its upkeep. He shall also make a note of the defects observed in
operation and report them to the maintenance officials for attention.

30607 Cleanliness of Loco

The Assistant Driver is responsible for the cleanliness of the driving desk, cab, look-out
glasses and glass windows during preparation before departure, changing of crew and
inspection on arrival. The maintenance staff who carry out the scheduled inspections are
responsible for the cleanliness of HT room, cubicles and corridors. The washing gang at the
home shed is responsible for the cleanliness of the roof and body sides during every
washing schedule. In particular care should be taken to keep the interior of the loco quite
clean. Oil drippings should be cleaned out and leaky valves attended to at the earliest
possible opportunity to eliminate fire hazards.

30608 Unauthorised Persons in the Loco

No person shall be permitted to enter any locomotive or to handle any apparatus contained
therein unless he has been authorised to do so by the Sr. DEE/DEE/(OP).

Only Drivers certified for electric locos must be allowed to drive the locomotives. The Driver
must not allow any one to enter any of the driving compartments, other than those who are
authorised to do so under the rules or hold a permit issued by Sr DEE/DEE/(OP).
Normally not more than three persons other than running staff will be permitted to travel in
the cab.

A Driver who is off duty is not permitted to enter or travel in any of the driving
compartment unless authorized by TLC and that too for travel towards headquarters after
being relieved en-route. This will be permitted only in the non driving cab/cabs.

30609 Interference with Equipment.

Drivers and Assistant Drivers will not tamper with the measuring instruments, speed
recorder and protective relays.

Relays or other sealed equipment should not be opened or wedged except as authorized in
the trouble shooting manual. If a driver opens a relay or breaks the seal of any equipment,
full particulars should be noted in the loco log book. Particular care is also necessary while
putting back metallic covers of relays to avoid inadvertent shorting of live terminals.

30610 Checks on the Run by the Driver

On the run, the Driver shall be primarily concerned with keeping a sharp look-out for signals
and watching the road. However, he should, from time to time, keep an eye on the vacuum
and pressure gauges, the voltmeters and ammeters as well as the speedometer and notch
indicator, to assure himself that everything is in order.

Apart from keeping a close watch of signals ahead, and signals from the Guard, the
Assistant Driver shall keep a special watch on the battery voltage and the battery current.
In addition as often as possible, he shall check the working of the blowers and keep a watch
on the transformer and tap changer oil level.

The Assistant Driver should not normally leave the driving cab to inspect the equipment in
the corridors when the train is approaching a station or at locations where speed restrictions
exist.

30611 Change of Locomotive Crew at Stations

The relieving Driver should make a general inspection of the underframe. drain the main
reservoir and fed by hand the axle boxes and motor bearings to make sure they are not hot,
before entering the cab. The relieved Driver shall acquaint the relieving Driver about any
abnormalities noticed during the preceding run. The relieving Driver shall note and initial the
entries in the log book. The relieving Assistant Drivers should take over the loco took.

30612 Service Troubles on Line

Every locomotive Driver is expected to be fully trained to deal with troubles which may be
experienced while a locomotive is on the run. Drivers should keep themselves fully
conversant with fault finding procedures so that they are able to identify the fault, isolate it,
give first aid attention to the equipment to keep the locomotive functioning, until it arrives
at the next station. The Driver may consult the Operating Manual for the type of loco where
necessary to refresh his memory.

Should a locomotive fail completely and the Driver is unable to start it on his own, he should
seek the help and guidance of the Traction Loco Controller by plugging the portable
telephone set to the nearest emergency telephone socket within 20 minutes.

30613 Entering Equipment Compartment

If the Driver or Assistant Driver has to enter the equipment compartment of a loco he
should take care to see that the cab doors and drop windows on both sides are closed
before opening the corridor door, to prevent dusty air being drawn into the equipment
compartment.

30614 Driver's Duty when Stabling a Loco

When stabling a loco in the loco shed or a stabling line, the Driver assisted by the Assistant
Driver shall carry out the following operations:

1. Drain all reservoirs.

2. Ensure that the emergency reservoir is charged to the specified pressure and then close
the isolating cock of the emergency reservoir.

3. Trip the circuit breaker.

4. Lower the pantograph and check that it is fully lowered.

5. Open the battery main switch.

6. Put on the hand brake.

7. Close all doors and windows.

8. Enter in the loco log book the kilometre reading, particulars of the last trip, of any defects
or abnormalities to be attended to, any unusual occurrences during the previous trips and
any other particulars required in accordance with local instructions.

9. Hand over the log book and keys of the loco in the TFR/ ATFR's office before signing off.

When a locomotive is stabled on a pit line, the Driver shall also carry out under-gear and
roof inspection in accordance with detailed instructions in the Operating Manual for the type
of loco and make necessary remarks in the log book.

30615 Knowledge of Road

1. Every Driver (as well as Assistant Driver, and Shunter) shall have a good knowledge of
the section before he is allowed to work a train in the section. He shall be fully conversant
with the maximum permissible speeds, gradients and land marks on the section, the block
and non-block stations on the section, type and location of each individual signal and the
line referred to by each signal, the speed restrictions to be observed and neutral sections.
For learning road as mentioned above, he should be allowed a period of training at the end
of which he shall be orally tested by the Driving Inspector. He should also sign a declaration
stating that he is fully conversant with the road. The declaration should be witnessed and
countersigned by the Driving Inspector and scrutinized by the officer concerned before issue
of the Certificate of Competence.

2. When a Driver, Assistant Driver or Shunter has been absent from duty for a continuous
period of six months, he shall not be permitted to work a train until he has again learnt the
road and his Certificate of Competency revalidated after oral examination by the Driving
Inspector and a fresh declaration. The period of six months prescribed above may be
reduced, if necessary, by local instructions issued by Sr DEE(OP) /DEE(OP1. These
instructions shall be equally valid if the driver did not have the opportunity to work on the
section whatsoever be the reason. However, in extreme emergency such a driver can be
permitted to work the train with a pilot driver who is conversant with the road.

3. Road Knowledge Registers shall be maintained for all sections on which running staff
headquartered at a particular shed are required to work trains. Separate registers should be
opened for each individual section and each category of staff. The register should be in the
following proforma:

ROAD KNOWLEDGE REGISTER

(Section ... to ....)

Signature of token
of possessing
Name of Driver/Asstt. Date of Signature of the
Sl. No. necessary road Signature of TFR/ATFR
Driver (or Motorman) signature Driving Inspector
knowedge on
section concerned
1 2 3 4 5 6

30616 Speed Restrictions

1. Drivers and Assistant Drivers must be fully conversant with permanent as well as
temporary speed restrictions. Permanent speed restrictions are indicated in the working
time table.

2. Temporary speed restrictions will be made known to the running staff at their booking
office as under:

a) Every Driver should study "Temporary Speed Restrictions" bulletin issued by the Division
and sign the prescribed register in acknowledgment of having read and understood the
same.

b) Temporary speed restrictions imposed by the Engineering, Signal and Electrical

Departments are communicated to the running office through messages and are displayed'
on the notice boards at the booking points.

c) Caution orders as prescribed in the General and Subsidiary Rules will be issued for all
temporary speed restrictions.

30617 Driver's Personal Equipment

While working a loco every Driver must have with him the following personal equipment -

1 Driver's personal log book.

2 Operating Manual, Part I for the type of Loco.

3 Operating Manual Part II for the type of Loco. (Trouble Shooting Directory)

4 General and Subsidiary Rules Book

5. General and Subsidiary Rules for 25 kV ac Traction. .

6 Working Time Table.

7 Watch in good working order

8 Screw driver 150 mm one

9. Adjustable wrench 150 mm one

10. Driver's pocket book

11. Torch

12. Hand signal lamps*

13. Red and Green flags*

14. Detonators* 12 Nos.

15. Washers - 5 Nos.

16. MU Washers - 2 Nos.

17. Teflon tape -2 m.

18. Any other items prescribed under local instructions.

Items marked* are sometimes made part of loco tools and equipment referred to in para
30619.

30618 Personal Effects to be Carried by Assistant Driver

While working a loco, the Assistant Driver shall carry the following personal tools and
equipment :-

1) Red and Green flag - one each

2) A rough journal book

3) A watch in good working order

4) Working Time Table

5) A duster -
6) A torch

7) Asstt Driver's log book

30619 Tools and Equipment in Locos

1. Tools

Each electric loco when on line shall carry the following tools in a locked tool box or tool
locker to be issued to the Driver -

i) Cotton rope 2 m long for Panto 1

ii) Wooden blocks 4
iii) Monkey wrench 1
iv) Vacuum hose pipe 1
v) Air hose pipe 1
vi) Screw Coupling 1
vii) Chisel 1
viii) Hammer 1
ix) Headlight blue 2
x) Marker light bulb 2
xi) Pilot lamp bulb 2
xii) Spare fuses of different size 2
xiii) Halon fire extinguisher 2 of 4 kg each or 4 of 1.25 kg each.

2. Equipment

The following equipment depending upon the type of locos will be issued to the Driver on
taking over a loco or may form part of loco equipments -

i) Loco Keys - BL Key, Panto Selection Key and, Reverser key

ii) Portable Telephone

iii) Hand brush

iv) Loco log book

30620 Loco Log book

1. A separate log book is required to be maintained for each individual loco. It will be issued
to the Driver along with the tools of. the loco and will be returned by him to the Running
office when signing off or handed over to the relieving Driver. The Log Book will have
machine numbered pages.

2. For each trip the Driver should enter the following particulars -
i) Date

ii) Train Number

iii) From ... To...

iv) Load of train (in terms of vehicles)

v) Driver's and Asstt. Driver's name

vi) Brief description of unusual occurrence and failures, if any.

vii) Kilometre reading at the end of trip.

viii) Energy meter reading to be recorded if meters are provided.

ix) Quantities of oil and lubricants added during inspections

3. The details of repair carried out should be entered to by the PPO of the shed or the TFR/
ATFR before the loco leaves the shed.

4. Running and Shed supervisors will also enter in the log book particulars of any item to be
specially watched by the Driver.

5. At "0' hours on the last day of each month the corresponding kilometre reading should be
entered in the log book by the Driver if the loco is in service and by the shed/ depot
supervisor if the loco is under repairs or is stabled.

6. Every time a loco is taken for the scheduled inspection, the type of inspection and the
date on which it is done should be entered in the log book by the PPO. PPO will similarly
enter details of unscheduled withdrawals of the loco for repairs, as well as particulars of
modifications carried out.

7. Completed loco log books should be serially numbered for each loco and preserved in the
Planning and Progress Office for a period of one year.

8. Officers and supervisors of the Rolling Stock section, during their cab inspections, will
also record their observations regarding performance of the loco in the log book.

30621 Driving Crew's Pocket Books

Every Driver and Assistant Driver will be provided with a pocket book to be carried by him
while on duty to enable Inspectors and Officers to record their observations regarding his
working as noticed by them during their cab inspections. This book should have machine
numbered pages. All entries should be in ink. Erasers or alteration of the entries made or
tearing off of pages will be viewed as serious misconduct by the crew.

30622 Detailed Preparation of Locomotives

The operations listed for a particular type of locomotive should be carried out in the
sequence indicated, every time a locomotive is taken over from a shed or from a stabling
line. These operations should be carried out from the driving cab. The preparation schedule
presently adopted is detailed below.

1. Preliminary Check: Make sure that the loco is stabled on a wired track. Check the air
reservoir drain cocks, and close if found open. In locos meant for multiple operation, check
tightness of electrical couplers, air hose pipes and vacuum hose pipes and if standing on a
pit he should carry out under gear examination.

2. Energization of Control Circuit : Check the relay targets and condition of fuse-free
breakers (MCBs). Check the following-.

i) Battery voltage

ii) After unlocking the lever box for auxiliary switches, see that the indication lamps for air
blast circuit breaker (red), battery charging generator (green), tap changer (blue) reverser
(yellow), rectifier (white) and for wheel slip (red) are glowing and the tap changer notch
indicator is in position '0'. In some locos a push button is required to be pressed to check
rectifier and wheel slip lamps. In some locos the pilot lamps have been replaced by LEDs.
The driver should ensure that the corresponding LEDs are glowing.

iii) That all fuses are in position on the fuse rack and/or all fuse-free breakers are switched
"ON' and spare fuses are in good condition.

iv) That the earthing switch for control circuits is in 'ON ' position,

v) That the oil level of tap changer and transformer motor is normal.

vi) That the auxiliary isolating switches motor cut out switches and earth fault shunting
switches are normal.

vii) That the drain cocks for air blast circuit breaker and pantographs are closed,

viii) That the isolating switch/isolating handle for tap-changer operation is normal.

ix) That the earth-fault isolating switches for traction circuit and auxiliaries circuit and their
relays are in normal position and the switch for pressure relay for main circuit breaker is
normal. If an isolating switch is not in the normal position, check the locomotive log book
for any remarks in this respect and report to the shed /depot.

x) Notice if any relay target shows red indication? If so reset relay till white indication
appears and report to shed / depot.

xi) That the isolating switches for rectifier block are normal.

xii) That the position of Master Controller, Driver's Vacuum Brake handle, Independent
Brake Valve handle and Asst. driver's brake valve handle are normal in rear cab.

xiii) That the oil levels in compressor (s) and exhausters are normal.

3. Examination of Loco Log Book: When a Driver takes over a loco he shall check entries in
the log book before starting the train, and take note of remarks made during the last run
and repairs carried out, and, whether he is required to keep a special watch.

4. Traction Motors Cut Out: If the log book shows that any traction motor has been isolated
during the previous trip, the Driver shall check the position of the isolating switch for that
motor. If no mention of repairs has been made, the matter shall be brought to the notice of
the Shed Supervisor. In regards to restrictions regarding working a loco with motor/motors
cut out, instructions given in the Operating Manual for the particular type of loco shall be
followed.

5. Compressed Air Supply: If the air pressure in the main reservoir is not sufficient, the
battery operated compressor should be used to build up the required pressure in the
auxiliary reservoir. Once the pantograph is raised, the circuit breaker should be closed.

6. Closing of the Circuit Breaker: On closing the air blast circuit breaker, the auxiliary
machines should start and the indication lamps or the corresponding LED for air blast circuit
breaker (red) and battery charger generator (green) will be off. The main compressor
should now be switched on to charge the air reservoirs.

7. Starting of the Exhausters: With the Driver's vacuum brake valve on running/release
position, switch on the exhauster and check if 53 cm vacuum is built up when the hose pipe
is connected to a disc with 8 mm (5/16") hole.

8. Brake Test:

a) Hand Brake: Apply the hand brake hard and check if the brake blocks are effectively
gripping the right side wheels of the two front axles. Release the hand brakes and check
that the brake blocks are free.

b) Air Brake: Apply the independent air brakes of the loco and ascertain whether the
application of the brake is effective on all the wheels. This should be ensured by physical
examination of the effective gripping of the brake blocks on the wheel tread. Check if the
maximum brake cylinder pressure as indicated on the gauge is 3.5 kg/cm2. Release the air
brake and check that the brakes are released on all the wheels.

c) Vacuum Brake/Air Brake: The tests should be carried out after coupling with the train as
per instructions laid down for the purpose (para 30623 and para 30625).

9. Blowers and Traction Test:

(i) Switch on the traction motor blowers and check their working and apply independent
loco brakes.

(ii) Set the reverser in forward position and ensure that yellow lamp goes off.

(iii) If the white lamp or the corresponding LED for rectifier is extinguished indicating that
there is no fault on the rectifier system, notch forward by one notch and check if traction
motor ammeter needle moves from zero and ensure that tap changer lamp (blue) is
extinguished.

(iv) Switch off master controller and repeat test for the other running direction.

(v) The blowers may now be switched off and air brakes be released after repeating the test
for reverse direction.

10. Pantograph Test: Check raising and lowering of the front and rear pantographs one after
another, making use of the selector switch. Finally keep the rear pantograph raised for
normal operation.

11. Quick Inspection of Mechanical and other parts

Check the following:

i) Operation of sanders and level of sand in sand boxes.

ii) Working of marker and headlights and flasher lights in both the cabs.

iii) Buffers and couplers

iv) Speed Recorder/Speedometer transmitter.

v) Springs, dampers and other under frame mechanical parts and make sure there is no
abnormality.

vi) Oil level in gear cases, suspension bearings and pivot.

12 The testing of the locomotive shall be carried out from both cabs. He shall also ensure
isolation of isolating cocks of the brake of rear cab before moving the locomotive.

Note.-

1. When taking over a loco on which no repair or maintenance work has been carried out,
inspections in the sub-para 11 above may be omitted if time does not permit.

2. If the Driver notices some defect or abnormality likely to affect the working of the loco,
he shall bring it to the notice of the Engine Examiner on duty.

30623 Check of Vacuum Before Starting

1. Based on the gradient and other factors in the section in which electric locos have to
work each Zonal Railway should issue instructions regarding the minimum vacuum that
should be indicated in the loco and the Brake Van gauges. If the minimum prescribed
vacuum is not obtained, the Driver shall not start the train.

2. On attaching the locomotive to a train, if the vacuum stipulated cannot be created and
maintained by the exhausters, the train should be examined by the train examining staff
and leakages should be attended to so as to obtain the prescribed minimum vacuum before
starting the train.

3. Other checks of the vacuum brakes as laid down in General and Subsidiary Rules and in
the Brake Power Rules of the Zonal Railway shall also be carried out.

30624 Minimum Brake Power

The running staff shall abide by all rules regarding the minimum brake power on the goods
and passenger trains, issued by the Railways. For the purpose of working out the
percentage of brake power, the "piped" vehicle should be deemed to have inoperative
cylinder/cylinders. An operative cylinder is one in which the vacuum / pressure can be
created / destroyed by control from the engine and which moreover satisfy the stipulation
that its piston should remain up for not less than 20 minutes after the vacuum / pressure is
destroyed.

30625 Operation of Air Braked Stock

For operation of air braked stock guidelines appear in the Annexure 6.01 to this Chapter.

30626 Master Controller

1 The progression or regression from one traction notch to another (and similar progression
or regression during braking In the case of locos with regenerative or rheostatic braking) is
controlled by the Master Controller from each driving cab. The Master Controller has two
'stable' and two 'unstable' positions for traction notches as under:

O(zero) .............. Stable position -

-(minus) ............... Unstable position

N (neutral) ................. Stable position

+ (Plus) ................ Unstable position

First release the mechanical locking of the Master Controller by moving the Reverser
Controller to Forward or Reverse position. Then move the Master Controller to Neutral
position. By moving the controller momentarily to (+) and back to N, the tap changer would
be notched by one step. Notch-by-notch progression is effected by repeating this operation.
In a similar manner notch-by- notch regression is possible by moving the Master Controller
to (-) and back to N.

2. A blue Indicating lamp or the corresponding LED glows in the driving cab when the tap
changer is at "0". The position of the tap changer at any instant is indicated to the Driver by
a Notch Indicator. It takes a few seconds (the exact time interval varying for different types
of locos) for the tap changer to return from full 'on' to full 'off position when the Master
Controller is switched off. The blue lamp re-lights when the tap changer has returned to '0'.

30627 Use of Pantographs

1. The rear pantograph of the loco (in the direction of motion) should normally be used by
the Driver. The leading pantograph may be used only if the rear pantograph is defective or
damaged or specially instructed.

2. Loco should not be worked with both the pantographs raised.

3. For normal lowering of pantographs the Master Controller should be switched off and the
circuit breaker tripped before the panto-selector is moved to position "0. In an emergency
when the locomotive is in motion, the pantograph may be lowered by using the panto-
selector switch, even without tripping the circuit breaker but after bringing Master controller
to '0' position.

30628 Regenerative and Rheostat Braking

1. The regenerative / rheostat braking is also controlled by the Master Controller. For
braking, the Master Controller Is moved in the opposite direction. The Master Controller
positions corresponding to such dynamic braking are -
(a) Stable positions

0 ......................................... Common for traction and braking

P ......................................... Preparation for braking.

N ......................................... Neutral

b) Unstable positions

+ (Plus) ..................................Notch-by-notch progression during braking.

- (Minus) ................................Notch-by-notch regression during braking.

Notch-by-notch or continuous progression and regression are effected during braking, in the
same manner as during traction, but using the above mentioned positions of the Master
Controller.

30629 Starting of a Train

1. The starting of a train is effected in two stages as under -

1st stage Initial starting

2nd stage Acceleration

When everything is ready for the train to start, set reverser handle for the forward direction,
switch on traction motor blower and progress the master controller notch by notch until the
locomotive starts and moves forward with the train. During this period, keep an eye on the
traction motor current to see that it is within permissible limits. Watch particularly for any
signs of slipping of wheels. At the first sign of slipping notch back and press the sanders'
pedal and notch forward once again.

2 When accelerating from rest, the traction motors are liable to be overloaded. Notch-by-
notch progression of the tap-changers Should be so controlled as not to exceed the overload
(current and time) ratings of the traction motors laid down for each type of loco. The
permissible overload limits are exhibited in each driving cab.

3. At the first available opportunity at the commencement of journey by a fresh crew, driver
will test the brake power of the train. The test should be repeated wherever the load
composition is altered.

30630 Starting on an Up-gradient

When "attacking" an up-gradient, the Driver shall attain sufficiently high speed at the foot of
the gradient so as to enable him to negotiate the full length of the gradient without any
stoppage en route, ensuring at the same time that the maximum permissible speed for that
section is not exceeded. If for any reason, the train comes to a stop on an up-gradient, the
train shall first be held from rolling down by the application of the pneumatic brakes. While
re-starting, the following sequence of operations shall be carried out.

1. Apply the independent air brakes on loco.

2. Release the vacuum brakes by using both exhausters for about 3 minutes initially
followed by the normal running position of the vacuum brake valve for about 2 minutes.

3. When the brakes are almost fully released the train will tend to roll back giving a slight
jerk on the loco. Just then notch forward 2 to 4 steps, simultaneously releasing the
independent loco brakes (as laid down in the Operating Manual for the type of loco) so that
the locomotive starts hauling the trailing load. Use sanders as required to improve adhesion.

4. Particular care should be taken to prevent sudden jerks due to excessive acceleration.

5. Continue notching forward as far as adhesion will permit and without exceeding the
prescribed limits of current, observing the precautions during initial starting (para 30629-
sub para 2).

6. If the locomotive is not able to pull the load, the Driver shall apply independent air
brakes and make a fresh start. If this too falls he shall take appropriate steps as laid down
in General Rules and Subsidiary Rules.

30631 Speed control

Once the current drawn falls below the continuous rated current, speed may be regulated by
notching forward or backward so as to catch up with the "deserving notch" necessary to
meet service conditions. The aim should be to maintain the speed as close to, but never
exceeding the maximum permissible speed over each section. After the maximum voltage
has been reached, speed control can also be effected by using the field shunting controller.

Field Weakening Switch . After the maximum voltage for the motor has been attained, field
weakening may be effected if it is necessary to raise the speed further. This is done by
operating the 'Shunting Lever'. Care must be taken to see that sufficient time is allowed for
train to accelerate before going to the next step. The current ratings prescribed for each
type of loco should not be exceeded. Too fast a rate of field weakening could cause a
flashover of traction motors and should not, therefore, be attempted.

30632 Operation of the Reverser for Braking

Operation of the reverser to stop a train when the loco is in motion is strictly forbidden.

30633 Manual Control of the Tap Changer

1. Provision exists in all the locomotives for manual operation of the tap changer, should
normal electrical operation through the Master Controller fail. In some locomotives, manual
control is possible from the driving cab itself. In some others manual operation has to be
done by the Assistant Driver in the corridor in response to signals from the Driver. In some
types of locos, in addition to manual control through the Master Controller, separate
electrical push-button control is also provided.

2. The manual control located in the corridor should be used only to clear the block section
and if directed by TLC, the driver can go to the nearest loco changing point. The loco should
be withdrawn from service at the earliest opportunity.

30634 Slowing down and Stopping

Depending upon local conditions, Railways may issue local instructions indicating a given
stopping point identified by a board / OHE mast etc. in the event a particular signal ahead
at danger. The driver should follow these ' instructions. While slowing down and stopping
the following guidelines may be observed.

1. Before a scheduled stop or an unscheduled stop which can be anticipated by the Driver,
coasting should be resorted to the maximum extent possible, taking into account the
gradient of the section.

2. Before application of brakes, the Master Controller should be in the "OFF" position and
the tap-changer should have returned to '0' notch as indicated by glowing of the blue pilot
lamp or the corresponding LED. in locomotives fitted with regenerative or rheostatic
braking, the electrical brakes should be made use of to the maximum extent possible.

However if the driver is negotiating the down gradient, he can apply loco brakes till he
prepares for regenerative/ rheostatic braking to keep his train under control, if necessary

3. After a stop, the blowers for traction motors and transformer should continue to run for
15 minutes especially after long runs with heavy trains to cool the motors.

4. The place and duration of stop permitting, the Driver or Assistant Driver shall check the
following:

a) Axle box, traction motor and gear box bearing temperature (by feeling), in case the
running staff observes abnormal temperature, he will report the matter to TLC for suitable
action. TLC will arrange its checking through maintenance staff at the appropriate point.

b) Working of all blowers.

c) Oil level of main transformer and tap changer and temperature of main transformer
whenever possible.

The air reservoirs shall also be drained off to expel accumulated water.

30635 Locos in Multiple Operation

1. Some series of locomotives are designed for multiple operation of two, three or four
locos. This will be Indicated in the Instruction Manual of each type of locomotive. The
condition of the apparatus on the leading and trailing locos, the electrical and pneumatic
connections to be made between the locos and all other details of preparation of the locos
for multiple operation shall be in accordance with detailed instructions for each type of loco.
Similarly the driving and other instructions for the individual types of locos as laid down
should be followed.

2. Differences in wheel diameters of different locos in a multiple consists will be within the
tolerances specified and the consist will be treated as a single unit for operation purposes.

3. In case of failure and break down of a loco in a consist the entire consist should normally
be withdrawn from services.

4. One important check to be exercised by the Driver when operating locos in a multiple unit
is to verify that the pantographs of the rear locos respond to the lower/raise operation,
when negotiating sections where the pantographs are required to be lowered and
subsequently raised.

5. Coupling of locos

a) All the hose pipes i.e. brake pipe (BP), feed pipe, Vacuum hose pipe, Main reservoir (MR)
equalizing pipe and brake cylinder (BC) equalizing hose pipes should be connected between
the locos and the angle cocks are fully opened. The angle cocks of outer ends of MR and BC
equalizing angle cocks are kept closed in addition to BP & FP angle cocks of front end.

b) The three electrical jumpers on one side only should be connected between the locos.
The. auto brake valve handles (A9) and independent brake valve handles (SA9) should be
kept at "Release" position In all the cabs but the cut-out cocks must be kept open in driving
cab only. The cocks in all cabs in each loco must be kept closed. The isolating cock (A-8)
should be kept in lead position (open) in leading loco and trail position (closed) in all the
trailing locos. The position of MU2B Valve should be "Lead" on leading loco and "Trail" on all
the trailing locos.

The compressors may be put in service as per requirement depending upon the number of
wagons of the train. Care should be taken to put at least one compressor in service in each
of the trailing locos.

6. Energizing of Multiple Units

The battery switch of all the locos should be put ON and the air pressure built up in
emergency reservoir of each loco. The pantograph of all the locos may be raised and circuit
breaker should be closed from leading loco. The compressors of all the locos should be
started.

7. Precaution while changing driving cab

The changing of Cab means the changing of driving loco. Care should be taken to change
the position of cut out cocks of A9 and SA9 Lead and Trail Cocks and MU2B valve while
changing the driving cab.

8. Loco Faults

It is possible that a fault may develop in any of the locos in Multiple Operation. It may be
detected with help of six pilot lamps and two additional lamps. A lamp in the ceiling of the
Cab called "LSGRT" (group loco lamp) glows only on the faulty loco. The other lamp
provided on driving desk called "LSOL" (other loco lamp) glows in good loco indicated that
the fault is in other loco. When fault is diagnosed on a particular loco, it is necessary that
the train is stopped on a station and the remedial action is taken on the faulty loco. In case
the fault can not be removed and it is not possible to keep the faulty loco in service, it
should be made dead to run as a vehicle.

30636 Double Heading

1. Operation of a train with two locos in front, both coupled together and to the train, but
operated independently by separate crew is known as double-heading. The two locos can be
of different types.

2. Subject to compliance with all speed restrictions, the maximum speed of a double headed
train shall not exceed the lower of the maximum speeds of the two locos individually.
3. Each loco must be manned by a Driver and Assistant Driver who are qualified to work the
type of loco and have learned the road over which the train is working. The driver of the
leading loco, known as the "Train Driver" must be qualified to work the class of train and
will be responsible for working the train in accordance with rules.

4. It is the duty of the leading Driver to satisfy himself that the exhauster of the second
loco, if running, is suitably isolated from the train pipe and does not create vacuum in the
train pipe. Except in an emergency, the leading Driver only will apply the brakes. Under no
circumstances may the second Driver release the brakes on his loco or the train or apply the
brakes independently on his loco.

5. When starting power may be applied by both locos as required. The leading Driver who is
in charge of the train will notch up until the train moves. The rear Driver will assist as
required.

6. While running, power may be applied as often as necessary but gradually by the rear
Driver.

7. The rear Driver may switch off power using his discretion and with due regard to locality,
gradient etc. The rear Driver must frequently observe his vacuum gauge and be prepared to
stop.

8.. It is the duty of the train Driver to ascertain that the second Driver is acquainted with
the contents of all caution orders and special instructions etc. which he may receive while
working the train.

9. Instructions issued by local Railways regarding coordination amongst the two crews
should be followed.

10. All rules in regard to switching off power at neutral section, lowering of pantograph in
the event of emergency feeding etc. shall be observed. The Driver of the rear locomotive
will be signalled by the Driver in the leading locomotive to carry out these operations, as
required, by means of code whistles. The code to be used for such occasions shall be laid
down under local instructions.

30637 Banking

1. On a gradient sections, sometimes banking locos are used in the rear of the train to
assist the leading loco/ locos to negotiate the gradient. The banking locomotive, must be
coupled to the train.

The vacuum nose/air brake pipes of the banking loco should be coupled to the last vehicle,
but on no account should the exhauster of the banking loco be run. In the event of banking
air braked trains, MUZ8 valve of banking loco shall be kept in trail position. The Driver of
the banking loco will keep a watch on the vacuum gauge and take necessary action to assist
the leading Driver when brakes are applied.

2. All rules in regard to switching off power at neutral section, lowering of pantograph in the
event of emergency feeding etc. shall be observed. The Driver of the rear locomotive will be
signalled by the Driver in the leading locomotive to carry out these operations, as required,
by means of code whistles. The code to be used for such occasions shall be laid down under
local instructions.
3. When working a train up a gradient with the assistance of an electric banking loco, the
following procedure should be followed.

a) When the signal is lowered the leading Driver will give the prescribed code whistle. The
banking Driver will acknowledge the whistle and notch up quickly so as to obtain the
maximum permissible starting current, simultaneously releasing the loco brakes. The
sanders should be used to avoid wheel slipping.

b) The leading driver should take 2 to 3 notches, releasing the loco brakes simultaneously
and using the sanders as required.

c) The leading and banking Drivers should keep a watch on their respective ammeters and
maintain the current at the continuous rating.

d) If a "Stop" signal is encountered in the gradient section by the leading Driver, he should
switch off the Master Controller and bring the train to a stop applying the brakes to the
extent required. He will also use code whistle for the banking driver. This will increase
current in the banking loco. The banking loco driver should regress the Master Controller so
as to maintain the current at the continuous rated value till the train stops. On stopping,
both the leading and banking Drivers should apply independent air brakes to avoid rolling
down.

e) When re-starting after a stop signal, the same procedure as in (a), (b) and (c) should be
followed.

f) At the point where the rising gradient ends, the Banking Driver should switch 'off the
Master Controller and stop pushing. A board is provided to indicate this point.

30638 Inability to Haul Goods Trains - Stalling

The most common causes for inability of electric locos to haul goods trains are as under :-

1. Inclement weather can result in poor adhesion. Some sections on Indian Railways during
autumn season In forest areas are subject to track being covered by semi-dry leaves which
turn into a wet paste by movement of wheels and is a serious cause for failure of adhesion.

2. Passage of salt laden trains with leaking wagons can also affect the adhesion.

3. The total trailing load exceeds the permissible load for the type of loco, either due to
increased number of wagons or due to the cumulative effect of excess loading of a number
of individual wagons.

4 The drag caused by brake-binding on rakes equipped with vacuum brakes which may be
due to one or more of the following causes.

a) Trains hauled by diesel locos sometimes have a high degree of vacuum. An electric loco
subsequently attached may not be able to create as much vacuum. Unless every cylinder is
manually released, some brake binding will occur.

b) Many forms of temporary expediencies are used to reduces leaks while forming a load.
The load may thus start initially with a good vacuum. The various methods used to prevent
leakage may give way on the run and the brakes may begin to bind.
c) Initially the brakes may be released fully by working both exhausters. If,' however, there
are leaks in the train line, the vacuum is lost gradually as soon as normal single exhauster
working is resumed.

30639 Heavy Haul Trains

Such are the trains which can not be accommodated in the existing loops of the section.
Railways operating such trains will issue special Instructions and the driving crews should be
made familiar with various problems anticipated to be countered with such operation. Some
of these trains may have locomotive/locomotives sandwiched in between. Their operation
too will call for special set of instructions.

30640 Neutral sections

It is essential to switch off power of locomotives when passing through a neutral section to
prevent the possibility of arcing at the OHE and possible damage to it. To ensure this
following boards are provided on the OHE masts (Refer Chapter II - Vol.1).

i) 500 m warning board - Be alert and ensure main reservoir pressure is at maximum limit.
Close direct switch for compressor if necessary.

ii) 250 m warning board - Master controller to be brought to zero and ensure that the
glowing of Blue lamp for tap changer. Get ready to open the circuit breaker.

iii) Open circuit breaker board - open circuit breaker before passing the board and ensure
that glowing of red lamp for circuit breaker. If the circuit breaker does not trip at "Open
Circuit Board" the panto must be lowered immediately.

2. After passing through the neutral section, the Driver should close the circuit breaker at
the "close circuit breaker" board and resume normal working thereafter.

3. As a normal rule the train should coast through a neutral section. However, if for some
reason it becomes necessary to stop the train in the vicinity of a neutral section, the Driver
must try his best to stop the locomotive after crossing the. neutral section. Only in an
emergency or to avert an accident, may the locomotive be brought to rest within the neutral
section. If a locomotive comes to a stop within the neutral section and the train cannot
restart, special arrangements will have to be made to push or pull it by means of another
locomotive.

4. Before tripping the circuit breaker at a neutral section, the main compressor should be
worked "direct" for some time to build up enough pressure in the reservoir, otherwise there
is possibility that the air-blast circuit breaker may fail to reclose after passing the neutral
section due to low pressure.

5. If the speed of the train while approaching a neutral section is 30 km/h, the Master
Controller should not be switched off at the 250 m board. Power may be kept on till the
circuit breaker is tripped at the "open circuit" board.

6. Passing a Neutral Section with Multiple Loco Unit

The bipolar Switch BSLN provided in driving cab to open the circuit breaker and to lower the
pantograph of trailing locos, should be put on at 250 m warning board after putting master
controller to 0. The circuit breaker of leading loco may be opened at open CB board with the
help of BLDJ. After passing the Neutral Section the circuit breaker of leading loco should be
closed first and then BLSN should be put off. The pantos of trailing locos will make contact
within 10 sec. circuit breakers of trailing locos may now be closed and traction resumed.

7. Short Neutral Section

In such a section both the pantographs should not be raised under any condition.

30641 Lowering Pantographs Under Emergency Feed

When power supply from one substation is interrupted and feed is extended from the
adjacent substations, it will be necessary for the Driver to lower the pantograph at least 2
or 3 spans before arriving at the overlap span opposite the substation which is out of
operation. Such an eventuality may also arise when some portion of OHE is defective. When
any of such contingencies arise the Drivers are advised by a "Caution Order" either at the
starting point or through Station Masters enroute. Where this restriction is to be observed
emergency "lower pantograph" and "raise pantograph" boards may be provided (Chapter II
- Vol. I).

30642 Unwired Tracks

1. In station and goods yards only certain tracks are equipped with OHE. Special sign-
boards are exhibited at points where unwired tracks take off from wired tracks.
Drivers/Motormen should keep a careful lookout for unwired tracks when entering or
running through stations and goods yards.- Should per chance an electric train be signaled
erroneously to enter an unwired track, the Driver should stop short of the turn-out and draw
the attention of the cabin. Drivers should also report such cases with details to the TLC
immediately.

2. If in case a Driver notices that he is going on an unwired track and cannot stop, he
should lower the pantographs immediately. This will minimize damage to the pantographs.

30643 Coasting Down-gradients

1. Drivers are expected to be well conversant with the road and to make the best use of
down-gradients to effect maximum possible saving in energy consumption.

2. In level sections and particularly in suburban sections, coasting should be resorted to as

much as possible and brakes applied only when essential to control the speed or to stop the
train. To help Drivers "coasting boards" are fixed in some sections.

3. In undulating country, speed may be allowed to drop down when going up a short up-
gradient. After passing over the crest, the train will automatically pick up speed with power
off on the other side when going down-hill, so that it attains maximum permissible speed,
on the section when it arrives at the foot of the next-up-gradient. This feature should
receive special emphasis during learning the road period.

4. When going down a long, steep gradient, brake shoes are liable to get very hot and in
these circumstances, brake power will be reduced. With the reduction of brake power, speed
may rise to dangerous levels. To prevent this possibility, Drivers are required to maintain
the speed within the limits prescribed and sometimes even to halt a train at certain points
to prevent the possibility of a run away speed and consequent serious accidents. Drivers are
required to adhere strictly to standing instructions issued by local authorities in this regard.

30644 Loco Running Light

Before starting a light loco .the Driver should personally verify that the loco brake isolating
valves are closed in rear and open in the driving cab. When a loco is run light; the free ends
of the vacuum coupling hose pipe shall be secured firmly to the dummy and one of the
exhausters may be kept working. The driver should, however, satisfy himself that the
airbrakes on the loco are effective. He should normally stop the loco during light run by
independent air-brake valve, but the Assistant Driver may apply the brakes by operating
emergency brake valve, if the situation warrants.

30645 Wheel Studding

Wheel skidding in locomotive takes place whenever braking force exceeds the limit of
adhesion. The braking force could be higher due to incorrect setting of automatic brake
valve, independent brake valve and pressure limiting valve or due to malfunctioning of
proportionate valve, distributor valve and C2 relay valve. This can also however happen if
the pressure gauges are not calibrated properly.

Wheel skidding is also noticed under adverse adhesion conditions caused by oil and grease
on rail table, wet rails and falling of tree leaves and salt on the tracks. Poor brake power of
the train can also result in wheel skidding of the locomotive, in certain condition.

To avoid wheel skidding, it is necessary to maintain the brake equipment in perfect working
order and ensure setting of equipments at designed value. Locomotive brake should be
applied judiciously. In case the poor broke power of the train is observed by the Driver, the
should advise control for joint checking and corrective action as laid down in Operating
Manual and ensure pressing of PVEF switch while applying train brakes

Annexure 6.01

OPERATION OF AIR BRAKED STOCK

1.0 Operation

The running of air braked stock is subject to the following stipulations:

1.1 Electric Loco used for hauling air braked stock have the provision of IRAVB-2 (twin pipe)
graduated release air brake system.

1.2 Before attaching locomotives to trains, the engine should be thoroughly tested to ensure
that it is free from any leakage and the valves are in working order.

The A-9 valve should be set at 5 + 0.1 kg / cm2 and effectively sealed. The flow meter
should be in working order.

1.3 Procedure for Checking Capability of Locomotive Compressors for Charging/Releasing of

Train Brakes

N.B.: This test should be carried out on single locomotive if only one locomotive is used for
hauling the train or on the foremost loco of a consist of locomotives, unless otherwise
stated.

1.3.1 Place the Driver's automatic brake valve handle in emergency position.

1.3.2 Start the locomotive compressors for building up of main reservoir pressure.

1.3.3 Allow the main reservoir pressure to build up to the maximum stipulated limits for the
particular type of locomotive.

1.3.4 Close the angle cock for the brake pipe, couple 7.5 mm diameter leak hole special test
coupling fabricated to RDSO design with the brake pipe coupling of the locomotive. In case
of MU consist coupling should be fitted on the rearmost locomotive of the consist.

1.3.5 Move the Driver automatic brake valve handle from emergency position to release
position to charge the brake pipe to 5 kg/cm 2.

1.3.6 Open the angle cock for the brake pipe. The brake pipe pressure should fall from 5
kg/cm2.

1.3.7 Check the brake pipe pressure with the help of the gauge fitted in the locomotive, it
should not fall below 4 kg/cm2 with in 60 second.

1.3.8 The test shall be carried out with the number of compressors considered adequate by
the driver for operating the train.

1.3.9 Generally the number of compressors used shall be governed by the number of
wagons hauled and the leakage rate -

A general guide line is given here under -

No. of Wagon in Train Less than 50 50-80 80-90 90-100 More than 100

Compressed air requirements in Liters/Min 2000 3000 4000 5000 6000

Each compressor on an Electric loco had a capacity of 1000/1500 litres / minute.

1.4 Procedure for checking the I package rate of the air brake system of the Locomotive
with Auxiliaries in the circuit

1.4.1 Charge the system fully with MR pressure charged to 10 kg/cm 2. Keep the brake in
released position.

a) Thereafter with automatic brakes applied in full, shut down the compressors. The drop in
MR, FP pressure should not be more than 0.3 kg/cm2 in 4 min.

b) With independent brake applied in full, shut down the compressors. The drop in MRFP
and brake pipe pressure should not be more than 0.3 kg/cm 2 in 4 min.
c) With both independent and auto brake released, shut down the compressors. The drop in
MRFP and BP pressure should not be more than 0.3 kg/cm 2 in 4 min.

1.5 Procedure for checking the Leakage rate of the air brake system without Auxiliaries in
the circuit

1.5.1 Charge the system fully with MR pressure charged to 10 kg/cm 2. Keep the brakes in
the released position.

1.5.2 Shut down the compressors. Close the isolating cock of panto circuit line C-6 and BA
panels, isolating cock C20 on the wind screen wipers and the horn circuit. The drop in
pressure in any of the circuits should not exceed 0.2 kg/cm 2 in 4 min.

1.6 Procedure for checking the leakage in BP circuit

1.6.1 Charge the system fully Make 0.6 kg/cm2 reduction in BP by automatic brake valve.
Close isolating cock A 15 in BP control line (Lead/trial cock). The pressure drop in BP should
not exceed 0.7 Kg/ cm2 in 5 minutes.

1.6.2 Charge the system fully. Make 0.6 kg/cm2 reduction in BP pressure by automatic
brake valve. Close isolating cock A-8 provided near the BP charging C-2 relay valve A-31
(locomotive nominated for long haul operation have this provision). The pressure drop in BP
shall not be more than 0.7 Kg/ cm2 in 5 minute.

1.7 Procedure and checking to leakage in FP circuit

1.7.1 Charge the system fully with FP charged to 6 Kg / cm2. Close isolating cock A-21
provided before the feed valve A-52. The pressure drop in feed pipe should not exceed 0.7
kg/cm2 in 5 minute.

1.8 Starting of Train

1.8.1 Blow off the angle cocks before coupling to expel dust etc.

1.8.2 Check -me position of angle cocks of air hoses of the leading and trailing locomotives
and of the first wagon of the load.

1.8.3 Ensure that the brake pipe and the feed pipe connections are not mixed up either
between two locomotives or between the locomotive and the first wagon of. the load.

1.8.4 Ensure that brakes of the train are fully released by TXR otherwise while starting
skidding or even breakage of coupling will occur. At non-TXR stations this job has to be
done by the Driver.

1.8.5 Ensure that BP gauge in the loco is showing 5 + 0.1 kg/cm2 and FP gauge is showing
6 kg/cm2 and then after ensuring the continuity of air pressure sign the brake power
certificate jointly with the TXR. Do not disturb the setting of A-9 valve under any
circumstances.

1.8.6 In the flow indicator gauge, set the red needle to coincide with the white needle after
the needle has established. Do not disturb the red needle thereafter, through-out the run.

1.8.7 Move one engine length to get a feel of the train. Thereafter start the train smoothly.
1.9 While on Run

1.9.1 As far as possible, the train should be stopped only by minimum application of brakes,
in other words, full service application or over reduction or emergency application should be
used in genuine emergency only, and not in normal circumstances, as otherwise heavy
braking force will result in skidding and excessive wear of wheels. After over reduction or
emergency application, to have the brakes fully released, wait for 3 to 4 minute.

1.9.2 If the train is running heavy, stop immediately and investigate the cause. Any delay in
investigation may cause skidding of wagon wheels or other damages.

1.9.3 CBC of loco and wagons can break due to high coupler force which can arise either
while stopping, starting or accelerating. To avoid breakage of couplers, therefore,
instructions regarding application of brakes given herein should be followed rigidly.

1.9.4 In case of heavy leakage or mal-functioning of distributor valve (if brake binding is
noticed) pull the quick release valve lever of the distributor valve of the wagon. In case
brake binding problem is repeated, the DV of the concerned wagon should be isolated by
putting the isolating cock handle to off position and the quick release valve of DV pulled till
the brakes are fully released.

1.9.5 In case of disconnection of air hose enroute, attention be given by closing the angle
cocks and if necessary by replacing air hose by removing from either the front end of loco or
rear end of the brake van. After this is done and the air hoses are correctly coupled, the
angle cocks should be opened and the system fully charged, brakes released and the train
started as mentioned in para 1.8.

1.9.6 The braking technique shall be as under:- Minimum application / release / minimum
application / release. A series of minimum application/ release operations should be done
for controlling the train.

1.9.7 After stop, even with minimum application wait for two minutes before restarting.
Start only after the white needle on the flow-meter coincides with red needle.

1.9.8 Report all problems and unusual events noticed on run in respect of air brake
functioning and wagon movement etc. to TXR concerned.

1.10 Brake Binding on run

1.10.1 If during run the train comes to a halt and brake binding is observed, sound
locomotive horn with a whistle code prescribed for alarm chain pulling. This will give an
indication to the Guard that the train is held up due to brake binding and the Guard should
take action as prescribed for him.

1.10.2 If the locomotive is fitted with an air-flow indicator locating the trouble is easier,
Check as follows-

If the white needle has moved up only slightly, it indicates leakage in the train brake pipe,
source of leakage should be traced. If the white needle moves by a big margin, it indicates
heavy discharge of air from the brake pipe. This could be due to an angle cock in front of a
wagon being closed. It could also be due to a disconnected brake pipe or a burst hose pipe.
1.10.3 If there is no flow indicator, look carefully at the brake pipe pressure gauge.
Originally the pressure should have been 5 kg /cm2on the locomotive and minimum of 4.8
kg /cm2 in the brake van. If at the time of occurrence the pressure is less than the original
value, this could be due to additional leakage in the train brake pipe or train parting. The
driver shall therefore ensure that his full trains to tact, otherwise take action as if train
parting has occurred.

1.10.4 If there is brake binding but no drop of BP pressure, it could be due to rear angle
cock of a wagon being closed.

1.10.5 Examine the train along with guard to find out the cause of brake binding. If the
brake binding is due to a closed angle cock, open the angle cock fully.

If any distributor valve is defective, isolate the same and release the brakes of that wagon
and record the same in the train journal as well as on the brake certificate.

If the leakage is due to a burst hose pipe (which is very rare), release the brakes in rear of
the burst pipe after closing the rear angle cock of the last unaffected wagon and clear the
block section cautiously at a slow speed with partial brake power.

After obtaining Guard's observations and taking corrective action, record on the journal and
also report the problem to the section controller indicating the wagon number affected.

1.10.6 In case, the leakage or cause of brake binding is not located, destroy the brake pipe
pressure completely, through A9 close the angle cocks of the loco, release the brakes of the
complete train and work the train as non-braked, cautiously at a slow speed to clear the
block section

1.11 Stopping of a Train

1.11.1 Braking technique to be observed should be as detailed in sub-Para 1.9.

1.11.2 Stopping of train should be smooth (without jerks) which is to be done by releasing
the brakes just before final step. The handle of drivers brake valve should be put to release
position when the speed is about 5 km/h prior to stopping.

1.11.3 When stopping at a station on a down grade, the dynamic brakes be kept ON
position and should only be cut off after the application of independent brakes.

2.0 Action to be Taken in Case of Loco Failure with Air Braked Stock

1. During double headed operation, if the rear loco fails, the train is to be worked by the
leading loco and the' block section cleared. If, the toad cannot be cleared by one loco,
assistance is to be given by any other loco, preferably from rear, only for the purpose of
clearing the block section. But when the block section is being cleared by a loco equipped
with vacuum brakes, this loco driver has to be extra cautious to stop the train at the stop
signal.

2. During double headed operation, if the leading loco fails, the train is to be stopped,
isolating cock A8 in the brake pipe charging line and MU2B in the trailing loco are to be put
to normal position in order to feed the BP pressure-to the load and application of brakes
from the rear loco and the block section cleared in the same manner as explained in sub-
Para above.
3. In the event of non-availability of a loco fitted with air-brakes (either electric or diesel)
the brakes of the entire rake have to be released in the block section and an ordinary loco
(vacuum braked);-attached-;to clear the block section. In this event, the train is to be
worked at a restricted speed of 15 km/h as it shall be controlled only by the loco brakes.
This load is to be received on the main line. If it is not possible to receive the train on the
main line, it should be received on the loop line, provided the trailing end of the loop is set
for the main line, so that in case of loss of control, the train does not get derailed on the
trap point or goes into the sand hump.

4. In the event of failure of both the locos and non-availability of a loco fitted with air-brake
the train can be worked with an unmodified Diesel or electric loco, at a restricted speed of
15 km/h.

CHAPTER VII

OPERATION OF EMUs

30700 Duties of Motorman

1. Rules 30604, 30606, 30608 to 30616 and 30620 for Drivers in connection with operation
of locos will be equally applicable to Motormen.

2. Motorman will also be responsible for cleanliness of the EMU cabs.

30701 Motorman's Personal Effects

Motormen of suburban trains should carry the following equipment while working trains:

1. Special keys for operation 1 set

of the Master Controller,
reverser, control switch etc.

2. Hand signal lamp (at night) 1

3. Green and red flags 1 set

4. Working Time Table 1

5. A watch in good working order 1

6. Detonators 12

7. General and Subsidiary Rules 1 copy each

 each AC Traction Manual and Operating

Manual for the type of EMU.

8. Rough journal book 1

9. Screw driver, universal l set

pliers and any other tools

prescribed under local instructions.

10 Any other items in accordance

with local instructions.

30702 Checks by Motorman on Taking Over

1. The Motorman taking over an EMU train will carry out checks as detailed below when -

a) a train is taken over from an EMU shed or stabling line after maintenance or
inspection;

b) a train is taken over for its first trip of the day or after stabling at a station siding for
more than one hour

2. The duties prescribed in the paras mentioned above for the Motorman will devolve on the
Shunters or Engine Turners when the train is worked by a Shunter or Engine Turner from
the shed or stabling line to the station platform and the Motorman takes over the train on
the platform. The joint brake test prescribed in para 30708 shall, however, be carried out
only by the Motorman who works the first trip.

3. Instructions given in this section are of a general nature applicable to all types of EMUs
and should be treated as complementary / supplementary to detailed instructions issued by
respective railways for each class of EMUs.

30703 Preliminary Checks

The Motorman should - .

a) check that the entire train is on a wired track so that by inadvertent raising of the
pantograph on an unwired track, no damage is caused.

b) he is in possession of the correct set of keys for operation of the reverser, control switch,
pantograph selector switch and doors and

c) go through the defects register to acquaint himself with the defects noted earlier and the
action taken by the maintenance staff to set right such defects.
30704 Checks Before Starting Trains

1. In the entire train the Motorman will check the following :-

a) that the coaches are mechanically coupled properly and the electrical/pneumatic/vacuum
connections between coaches are correctly made;

b) that all the drain cocks are closed and pneumatic isolating cocks are in normal position;

c) that the intermediate driving cabs not in use are properly locked;

d) at the ends of the train the pneumatic and vacuum (wherever applicable) pipes and
electrical couplers are correctly placed in the dummy sockets and dummy hooks
respectively;

e) the headlights, tail lights, marker lights, head-codes and tail-boards are in order;

f) hand-brakes are released;

g) that fire extinguishers and alarm resetting rods are available.

2. In each motor coach he shall check that :-

a) none of the overload relays are in tripped position;

b) all fuses are in order and fuse-free breakers are "ON";

c) all traction motors are cut in for normal service;

d) the control cutout and battery switches are "ON" and battery voltage is normal;

e) the cut-out switches for pneumatic governors are in normal position;

f) the transformer oil level is normal;

g) the main earth switch is "OFF" and interlock keys are in the proper position.

3. In the leading driving cab i.e. the driving cab to be used for the first

a) all fuses are in position and fuse free breakers are "ON";

b) the deadman's device is functioning normally;

c) wiper, hooter, headlight (including emergency headlight), head code light and talllight
(including emergency tail light) are functioning correctly;

d) the main reservoir and brake pipe pressures are normal;

e) all indicating instruments are normal.

4. In addition motorman will conduct checks for each type of EMU as required in the
respective Operating Manuals. .
30705 Familiarity with automatic brake application

In EMUs provided with electro-pneumatic and automatic brakes, normally the braking
system made use of by the Motorman for service stops is the electro-pneumatic system.
Though primarily meant for use in emergency and for automatic application in the event of
train parting, the automatic air brakes are capable of graduated application for service
stopping of EMU trains. This graduated application of automatic brakes, however, requires
some practice on the part of motormen. Once during every trip they should, therefore,
control the Train and bring it to a stop making use of the automatic brakes. In the event of
failures of electro-pneumatic brakes it will be quite safe to keep the units in service using
the automatic brake system till the train can be conveniently withdrawn from service.

30706 Dead Man's Handle

1. Since an Electrical Multiple Unit train is operated by a motorman atone, it is necessary to

provide means of applying the brakes and bringing the train to a stop in the event of the
motorman setting incapacitated in any manner. This is arranged by means of a dead man's
device associated with the master controller. With the reversing key in the 'forward' or
'reverse' position, the handle of the master controller has to be kept continuously depressed
by the motorman. If the pressure on the handle is released on account of the motorman
fainting or getting incapacitated in any manner, power for the traction motors is cut off and
the brakes are automatically applied.

2. Dead man's device should be tested before commencement of every trip. An EMU-train
should not be considered fit for service if the dead man's device in any of the end driving
cabs of a train formation is inoperative. In the event of the dead man's device becoming
defective when a rake is In service, it should be either promptly withdrawn from service or a
Guard, Train Examiner or some other person conversant with the operation of the brakes in
an emergency should travel with the motorman.

3. The dead man's device will be operative when the train is in motion only if the reversing
key is in 'forward' or 'reverse' position. If the reversing key is returned to the off position
when the train is in motion, the dead man's device is rendered inoperative with consequent
serious danger of accident in the event of the Driver fainting or getting incapacitated in any
other manner Motormen are, therefore, forbidden from moving the reversing key to the off
position when the train is in motion.

4. It is essential to impress upon Motormen (during their initial training and whenever they
attend refresher course), the importance of this rule. Frequent checks are also essential to
ensure that the rule is being strictly observed by motormen during their working. This is one
of the primary responsibilities of the Driving Inspectors. Officers and other senior
supervisory staff should also, during their cab, inspections, specially check on the
Motormen's observance of the rule. Any disregard of the rule should be dealt with severely
and promptly.

30707 Auxiliary Warning System (AWS)

This system ensures extra vigilance on part of the drivers and in case of driver becomes
momentarily Inattentive it gives a warning bell and then applies the brakes automatically.
Power is cut out and brake operation also take . place in case driver crosses a stop signal at
danger. The driving crew operating with the system should be made fully conversant with
the same before being put on loco /EMU, while working trains operating on sections fitted
with such system.
30708 Joint Testing of Brakes by Guard and Motorman

1. Before an EMU train is brought on to a running line after inspection or maintenance in an

EMU shed or stabling line, the brakes of the train shall be jointly tested by the Motorman
and the Guard to ensure that the electro-pneumatic, automatic brakes and vacuum brakes
(whichever is applicable) are functioning normally and the brake pipe is continuous
throughout the train.

2. This joint test shall be conducted in accordance with detailed local instructions laid down
for the purpose in the Operating Manual for the particular type of EMU.

3. As far as possible this joint test should be carried out before the EMU train leaves the
shed or stabling line. However, if specially authorized jointly by CEE and COM, the brake
test may be taken on the platform Wore commencement of the first trip.

30709 Duties of Guards of EMU Trains

In addition to the normal duties prescribed for them in General and Subsidiary Rules and
other instructions, Guards of EMU trains shall be responsible for the following :

a) Joint brake test with the Motorman as detailed in Para 30708.

b) Switching on the lights and fans when required and making a general check at the
commencement of the trip that lights and fans are in good working order in the train.

c) Conveying information to the maintenance staff regarding failures and defects of lights
and fans in the compartments.

30710 Defects in EMU Trains

1.Motormen are expected to be fully trained to rectify minor defects and in the method of
isolation of faulty equipment. Detailed instructions on the method of trouble-shooting and
rectification of minor defects are contained in the Operating Manual of the respective type
of EMU. Motormen are expected to keep themselves fully acquainted with details of these
instructions and to rectify such defects themselves.

2. Defects such as failure of fans or lights, leakages in air pipes etc. will be attended to on
arrival of the units in the Car shed or Stabling Depots.

30711 Defects Noticed During Run with Special Reference to EMUs

1. In the event of defects which affect the punctual and safe running of trains and require
early attention by the maintenance staff, the Motorman will convey a message indicating
the exact nature of defect to the Traction Loco Controller through the Station Master of the
nearest station and will abide by the instructions given by the TLC. Depending upon the
nature of defects, the TLC will decide whether the units are fit to be retained on line or
should be withdrawn from service.

2. In the event of isolation of faulty traction motors, failure of auxiliaries etc., the maximum
speed and other restrictions subject to which the train may be worked are detailed in the
Operating Manual for each type of EMU.
The Motorman should abide by these instructions strictly.

30712 Turn-round Time at Terminal Stations

At terminal stations a minimum turn-round time of 6 minute should normally be allowed.

This is necessary since normally the brake pipe pressure should be reduced to zero or
vacuum destroyed in case of vacuum braked EMUs at the end of the trip and normal
pressure/ vacuum built up again when the train staffs in the opposite direction. In
exceptional circumstances, justified by local requirements, the CEE and COM jointly may
permit a shorter turn-round time in which case it will only be possible for a partial reduction
in brake pipe pressure/ partial destruction of vacuum to be effected at the end of the trip.

30713 Stabling of EMU Trains

1. When stabling an EMU train in the Car Shed or on a stabling line, the Motorman or Engine
Turner who has taken over the rake will carry out the following essential operations:

a) Switch off the lights and fans.

b) Trip the main circuit breakers and drop the pantographs. .

c) Destroy the brake pipe pressure or vacuum (as applicable), isolate the brake controller
arid return brake controller and return brake controller to the "release" position.

d) Apply the hand brakes fully in the driving cabs at both the ends.

e) Put off the main battery switch in the motor coaches.

f) Lock the equipment compartments and driving cabs.-

g) Any other operations prescribed under local instructions.

2. When a rake is to be stabled, the Motorman should invariably be at the leading driving
cab. Backing an EMU rake to a skiing with the motorman at the rear cab is strictly
forbidden,. .

3. After stabling an EMU train or handing if over to the Engine Turner, the Motorman before
going off duty should convey to the supervisor-in-charge of the Car Shed or stabling line (or
to the TLQ any defects or abnormalities noticed during the previous trips inquiring
Immediate attention. -

30714 Coasting with Special Reference to EMU Operation

In order to keep down the energy consumption for operation of EMU trains, it is necessary
to resort to coasting to the maximum extent feasible. The running time between stations
given in the Time Table is after allowing for sufficient coasting. For guidance of Motorman,
Coasting Board indicating the point at which power may be cut off normally are fixed on the
OHE masts facing the direction of the train movement. When the distance between a pair of
stations is long, sometimes power may have to be applied in two spells. In such cases
additional boards indicating at what point power has to be switched on a second time and
the point at which power may be switched off again are also provided.
It is an important duty of a Motorman to observe the Coasting Boards to the maximum
extent feasible when the train is running on time. To make up time when a train is running
late, the Coasting Board may be disregarded and power kept on for a longer time, taking
care not to exceed the permissible speed of the section.

It must be remembered that if the "switch-off" Coasting Board is not observed when the
train is running to schedule, apart from waste of electrical energy, there will be greater
wear and tear of brake block. The location of the Coasting Board on each line should be
decided by Sr DEE / DEE (RS) after taking actual trials. A register should be maintained in
the Office of Sr DEE / DEE (RS) as well as TFR showing the locations of the Coasting Boards
provided. These locations should also be advised to the ATFO (OHE) of the section who
should ensure that the Coasting Boards are not shifted for any reason by OHE staff. A
periodic check that the boards are located correctly in accordance with the register should
also be carried out by the Driving Inspectors.

30715 Operation with Traction Motor(s) Cut Out

a) Normally an EMU should be operated with all the traction motors in position.

b) In case it is important to operate an EMU with motor(s) cutout as a long term measure,
the EMU should be operated at a restricted speed and coasting restricted and a revised time
table should be issued, if necessary.

c) For temporary cut out operation, motorman should inform the TLC and operate the train
as directed i.e. to clear the section or to haul to destination or to complete the link till the
EMU touches the maintenance shed. No EMU should normally leave the shed with any motor
cut out.

30716 Working of Trains when Tracks are Flooded

1. The speed at which an EMU train may be worked with various heights of water from rail
level shall be laid down for each type of EMUs under local instructions and incorporated in
the respective Operating Manual.

2. It must also be ensured that in areas liable to flooding, special gauges (as laid down in
Para 716 of Indian Railways Permanent Way Manual) are provided to indicate when different
types of EMU stock and electric locos have to be stopped.

30717 Push pull Operation

Some of the suburban trains are equipped with a locomotive in the centre not at each end.
The operation of such train is similar to EMU operation and the maintenance of the
locomotive should be carried out in a loco shed and the various schedules as laid down
should be followed.

30718 Long EMUs

a) At times it may be necessary to haul long EMU train say two or more of 8 coach or 9
coach trains as one unit. In such an event Railways will Issue local instructions in the
matter.

b) It will be necessary to ensure that controls on each 8/9 coach trains are fed from the
battery of the leading motor coach of the same train.
c) CRS sanction may be required for such an operation.
 CHAPTER VIII

COMMISSIONING OF NEW ELECTRIC LOCOMOTIVES AND EMUs

30800 Sanction of CRS

Sanction is required from the CRS in respect of -

1. Introduction of electric traction on any railway or section of a railway.

2. Bringing into use any new type of electric locomotive or EMU or to operate any in service
at speeds higher than those already sanctioned. The term "New Type" includes:

a) any alteration made in the existing rolling stock which will have ah effect on the riding
characteristics of the rolling stock, Generally, the points to be considered are axle load,
unsprung mass, primary and secondary suspension systems and load transfer arrangements
between body and bogies and bogies and wheel sets.

b) any alteration in the traction electrical system which is likely to interfere with signaling
system.

30801 Commissioning of New type of Rolling Stock

When any new prototype Ioco/EMU are received for the first time from a manufacturer, the
following are required to be ensured for inducting the rolling stock into services safely: -

First Stage: One time movement of the Rolling Stock

The new prototype needs to be certified fit for movement, based on an application made to
the COM of the Railway over which the loco is to be moved. The application is supported by
-

a) Certificate from RDSO regarding its overall dimensions, axle loads, curve radius etc. for
fitness to move on IR tracks.

b) Certificate from manufacturer of the locomotive from site of unloading/ interface with the
zonal railway that the vehicle is fit to be moved.

c) A note on origin, destination, route and special conditions of speed, escort, etc. under
which the loco is to be moved.

The COM of the zonal railway issues a movement order authorizing the movement of the
locomotive, based on the application, and any other conditions which he may find essential
to stipulate.

Second Stage: Provisional running

a) RDSO at the first instance shall furnish Provisional Speed Certificate for the particular
loco type. In this certificate RDSO will indicate the maximum provisional speed of the rolling
stock permitted to run with a particular type of track, nature of curvature, type of bridges,
axle load, length of the rolling stock, ODC dimensions if any and type of traction
installations. RDSO will also furnish the infringements for which the loco is over dimensional
and Board's condonation for the same is required to be obtained.

b) On receipt of the Provisional Speed Certificate, an application is made by the Chief

Engineer of the concerned Railway to the concerned CRS for obtaining sanction. This is
accompanied by Safety Certificate issued by CEE, CE, CSTE and CME. This certificate details
restriction imposed and precautions to be observed for the movement of the loco. CRS in
turn will then forward the same to the Secretary (Works), Railway Board along with his
recommendations. Engineering Directorate at the Railway Board will finally communicate
the sanction based on the safety certificate issued by CEE, CE, CSTE, COPS and CME and
comments of the concerned CRS for the provisional running of the rolling stock.

Third Stage: Instrumented trials

RDSO will furnish the details of test and trials to be carried out on the rolling stock,
generally, consisting of the following:

a) Oscillation trials: The trials are carried out for assessing the speed potential, the riding
quality and stability at different speeds on straight and curved tracks of concerned sections.
The parameters which are generally measured on the oscillograph car are lateral forces,
lateral and vertical accelerations. Dynamic augment, bogie rotation and other parameters
are derived. These trials are repeated for leading and trailing bogies with new and worn out
wheel diameters.

b) Braking Distance Trials: RDSO will conduct the braking distance trials with the loco
hauling prescribed loads at different speeds.

c) Tests regarding Interference with Signaling Circuits: The tests also will include
measurements to determine the interference to signal and telecommunication circuits..

d) Performance trials : RDSO will conduct the trials to assess the performance ratings of the
locomotives as per the extant instructions laid down.

Fourth Stage

Based upon the results of trials RDSO will issue a Final Speed Certificate indicating the
maximum speed for which the new stock is considered fit, mentioning therein special
precautions to be observed, if any. Based upon this certificate, the user Railway will issue a
speed certificate signed jointly by CE, CEE, CME and CSTE and send the same to concerned
Commissioner of Railway Safety (CRS).

Final Stage:

Sanction of the Railway Board for commercial exploitation of the rolling stock is accorded.

30802 Trial Runs on Open line

Subject to the condition that the operation of the particular new type of locomotive has
already received the sanction of the CRS, trial runs on the open line may be undertaken,
taking all the usual precautions. The Driver should be a senior and experienced man who
has acquired the "feel" of the type of locomotive in question, as he would be in a better
position to give his reactions as to the performance of the locomotive. Initially the
locomotive should be run for short lengths at low speeds and subject to various equipment
continuing to operate satisfactorily, the length of run and the speed may be progressively
raised over a period of a few days. Test in particular how the brakes function under the
normal and emergency conditions. At the conclusion of each trip a detailed examination
should be made of the equipment, particular attention being paid to the temperature rise,
lubrication, protective devices etc. Every new rolling stock after initial run for a period of 15
to 20 days will be called back to the home shed and will be given a thorough inspection of
all under-gear equipment with special attention to loosening of bolts. These bolts will be re-
tightened and secured before the rolling stock is put back into the system. .

30803 Commissioning of New Electric Rolling Stock

1. Locomotives and EMUs do undergo, before dispatch, detailed tests and trials at
manufacturing units which include tests prescribed by RDSO. Nevertheless, it is necessary
for officers and staff of open line to check up the equipment thoroughly before they are put
into commercial operation .

Sr. DEE/ DEE(RS) and the staff should make a detailed inspection of all parts of the rolling
stock, one equipment after another, keeping a full record of defects observed and action
taken to rectify. The inspection shall be broadly based on IC schedules. In any case, a
report should be forwarded for every loco or EMU tested, to manufacturers and to RDSO so
that they may in turn improve the design, revise the testing procedure and tighten up for
final inspection. Such checks should also be normally carried out before commissioning a
loco / EMU after an IOH/ POH by the shed / workshops.

2. Test certificates bound in book form issued by the Manufacturers / Production Units
should be available In duplicate. These should contain results of actual tests and
measurements carried out on the different components, duly countersigned by the
Inspecting Officers. One copy should be preserved for reference in the loco shed and one
copy in CEE's office.

3. The manufacturer is also required to submit guarantee / warranty of the loco components
/ sub-assemblies wherever applicable. Whenever a new type of equipment / sub-assembly
is inducted into the locomotive, operation and maintenance instructions shall be furnished
by the manufacturer, in advance, before dispatch of the locomotive.

30804 Electric Multiple Units

The contents of paras 30801 to 30803 apply equally to every electric multiple unit, except
that, in addition to the electrical equipment of the driving unit, the interconnecting
pneumatic pipe connections and the brake equipment in each coach should be subjected to
detailed examination for detection of leakage and. proper operation. Similarly the control
cable connections between coaches should be checked for proper sealing at the ends to
make them weather-proof. The running gear and brake equipment in all motor and trailer
coaches should also- be tested.

Insulation resistance of the through wiring in the coaches, and internal. wiring for lights and
fans within the coaches should also be checked and recorded. Verify that the different
circuits are provided with individual fuses and the fuses are of the correct rating. All tests
and trials should be conducted with the EMU without any passengers, except for the officials
in-charge for testing, loading of the train may be done by sand box, etc..
30805 Additional Precautions Before Commencement of Commercial Operation

1. During trial runs, very close watch should be kept of the performance of new loco or EMU
put Into normal service. For the first few runs, the Driving Inspector, together with a few
key personnel, should accompany the loco or EMU and examine the equipment at frequent
intervals, and arrange for rectification of any defects which may show up. A separate
History Sheet should be maintained for every electric locomotive or EMU.

2. The "trouble-shooting directory" should be got ready well in advance of Introduction of a

new type of loco/ EMU and the running staff adequately trained in the trouble-shooting
methods and operation of the type of loco/ EMU.

CHAPTER IX

SAFETY, BREAKDOWNS AND DISASTER MANAGEMENT

30900 General

The safety precautions to be taken have been dealt with great length in various parts of the
Manual particularly in Chapters 2 to 7 dealing with Operation and Maintenance of Rolling
Stock. The compliance of these rules should be ensured.

Various instructions given under this Chapter are in addition and over and above to the ones
already mentioned elsewhere in this manual and other relevant manuals issued by the
railway.

Drivers/ Motormen should be fully trained to protect not only their train but also the trains
running on other tracks in case of any infringement suspected as laid down in General and
Subsidiary rules.

30901 Knowledge of Rules

All officers and supervisors of the Rolling-Stock section should be fully conversant with the
"Rules for Reporting Accidents" as given in the Accident Manual and other instructions in
force for dealing with accidents and breakdowns. The instructions given in the following
paragraphs are to be treated as supplementary instructions. They should not be taken as
nullifying or contradicting the instructions contained in other official manuals.

30902 Emergency Stores and Break Down Equipment

At electric loco sheds and EMU sheds and at selected stations in the electrical sections, tools
and equipment such as special lifting jacks, traversing jacks, etc. for dealing with accidents
to electric rolling stock will be maintained. ' Sr. DEE / DEE in charge of sheds will be
responsible for proper upkeep of such equipment. They should Inspect the same periodically
and ensure that the same are kept in working order and maintained properly. The list of
tools and equipment to be maintained specially for dealing with breakdowns of electric
rolling stock in use on the railways will be issued by CEE.
30903 Use of Hydraulic Re-railing Equipment of Electrified Tracks

In case of electrified tracks whenever the restoration is to be carried out and infringements
are required to be removed which in most cases will be the Rolling stock i.e. locomotive,
coaches and wagons, it will be mandatory to use hydraulically operated jacks. The use of
overhead crane will be resorted to in case the hydraulic operated rerailing equipment, is
unable to carry out restoration. Use of overhead crane for restoration of services
on electrified sections will only be permitted with the personal approval of DRM.

30904 Break Down Gangs

It is essential that adequate number of selected, experienced staff of all categories should
be housed in railway quarters closed to loco sheds / EMU sheds, outstation depots and EMU
stabling lines etc. so that their services can be utilized for dealing with breakdowns and
accidents whenever required.

30905 Record of Staff Movements

Senior Supervisors of the Rolling Stock section should keep Traction Loco Controller advised
of their movements to enable him to contact them in the event of an emergency of any
breakdown involving electric rolling stock.

30906 Summoning of Emergency Staff

Addresses and telephone numbers of officers and staff of the Rolling Stock Section should
be available with TLC. Station Masters should also keep the residential addresses of staff
residing nearby especially those who have no residential telephones, so that they can be
summoned when required. Where special sirens are installed in railway colonies to summon
emergency staff in the event of breakdowns or accidents, a special code signal may be
employed for such summoning. The adequacy and proper observance of these instructions
should be checked at least once in every six months by sounding the alarm and recording
the time taken for the key staff to turn up.

30907 Expeditious Clearing of Track

In the event of a failure of locomotive or EMU, the primary objective should be to clear the
line as quickly as possible so that the repercussions on traffic are minimal. The Driver
should follow the detailed instructions given in the respective trouble-shooting manuals. He
should seek guidance from TLC wherever necessary.

In such cases it may be necessary to disconnect / disengage and even cut out the drive due
to wheel sets getting jammed. For expeditious clearing of the track, the locomotive may
have to be driven at a reduced speed to be decided in consultation with the engineering
staff.

If the Driver is unable to move the locomotive or EMU on its own power, he should ask for a
relief engine or assisting train as the case may be.

30908 Emergency Telephone .

The driver of every locomotive shall carry with him a portable emergency telephone set, so
that in the event of a serious breakdown en-route in mid-section, he could contact the
TPC/TLC from the nearest emergency telephone circuit. To help the Driver arrow marks are
painted on the faces of OHE masts indicating the direction in which the nearest emergency
telephone socket lies. Every Driver shall be fully conversant with the method of plugging the
portable telephone to its socket and establishing communication with TPC/TLC.

In case telephone is not working the Driver will arrange to communicate the incident to the
nearest railway station either himself or through Guard or Asstt Driver. In busy suburban
sections, motormen of disabled EMU trains can send messages to the nearest station
through the Motorman or Guard of trains on adjacent track, which may be stopped by him
for the purpose by showing hand signals. In case telephone is not working the Driver will
arrange to communicate the incident to the nearest Railway Station either himself or
through Guard or Asstt. Driver.

30909 Flasher Lights

These lights are provided on all locomotives and EMUs. As soon as the train stops due to
emergency application of brakes not initiated by the crew, the driver should assume that
some portion of his train has derailed and should put on the flasher light to warn the driving
crews of the oncoming trains on the opposite track. The operation of the flasher lights may
be suspended only after the crew have verified physically that the neighboring track is not
infringing. Similarly the crew observing the flasher light should take immediate action to
stop the train even with emergency application. of brakes if necessary and should only
restart after the physical verification of the infringement.

30910 Access to the Roof of Electric Locos and EMUs

On Line

a) Access to the roof of electric locos and EMUs is authorized only under the conditions that
the OHE has been made dead and earthed on both sides of the loco /EMU by the OHE staff
in accordance with procedure laid down. The power block will be' taken by the OHE staff.

b) On locomotives a ladder is provided for gaining access to the roof. The ladder is normally
kept locked. To remove the ladder from its locked position the Driver should operate the
main isolating switch and take out the key for unlocking the ladder. When the operations on
the roof of the locomotive are over the Driver should put back the ladder in its proper place.
After locking the ladder he can release the key for operating the main isolating switch.

c) When required, for climbing from rail level, portable ladders are provided in each EMU.
These ladders are fixed at a height at the ends of motor coaches. Though no special
interlocking is provided to prevent the ladders being used, the Motorman must ensure that
the condition of para (a) above is satisfied before going on to the roof.

d) After the Driver/Motorman has completed his work, he shall ensure that everything is in
order and advise the OHE staff to energize the line.

In Sheds

The supervisor in charge of maintenance gang shall ensure that OHE supply is switched OFF
and earthed before any staff is authorized to go on the roof of a locomotive/EMU. For this
purpose, the OHE shall be made dead and earthed by opening the controlling isolator(s)
fitted with earthing heels. He will ensure physical contacts of earthing wheel and provision
of padlock in this condition. Where the isolators are not provided with earthing heel, the line
shall be earthed an both the ends of the locomotive with the help of discharge rod. Having
ensured this, he will allow the staff access to the roof who in turn will follow the following
procedure :

a) Each of the staff will collect padlock(s) with key(s) and will sign in a register maintained
for this purpose.

b) Handle(s) of the controlling isolator(s) already opened by the supervisor in charge will be
further secured by providing individual lock(s) by the staff. Keys of the locks will be retained
by. the staff till such time the work is completed.

c) After completion of the work and when the last staff has removed his padlock(s) from the
isolator(s) and signed the register again; the concerned supervisor, after satisfying himself
that all staff, tools etc. and the earths provided have been removed, may re-energize the
OHE.

30911 Precautions to be Followed While Despatching Locomotives as Vehicle

Electric locomotives should not be worked as dead vehicles unless an authorised railway
employees has taken all the measures detailed in the respective Operating Manuals.
Essentially these measures are lowering and isolating the pantographs, making all electrical
equipment of the loco dead, releasing the brakes of the loco and closing the corridor and
cab doors. In such cases, the loco must be attached as the first vehicle of the train next to
the engine. Para 30912 may also be referred in this regard.

30912 Hauling a Damaged Locomotive

1. If a damaged electric locomotive which is stabled on the open line or at a station is to be

hauled as a dead vehicle, it must be certified by the Driver or EXR and must be
accompanied by competent staff. In case of damage to the traction motor or transmission
gear, the locomotive must be examined by an engine examiner and certified as fit for
movement. The speed at which the damaged locomotive may be hauled in such cases
should be as specified by the engine examiner.

2. On dead locomotive all the circuit breakers and battery knife switch shall be off and such
other steps to ensure that the dead locomotive cannot be started inadvertently.

3. Care shall be taken to ensure that traction motor reversers are physically placed and
locked in the neutral position. For long distance movement of dead electric locomotives, the
traction motor brushes shall be lifted and secured before the loco is dispatched.

4. The locomotive brakes shall be fully released. The brake pipe and main reservoir pressure
shall be fully discharged or the vacuum fully destroyed. The MU2B valve, if fitted, shall be
lifted and properly secured.

5. The dead locomotive shall be accompanied by a competent person not lower than an
Asstt Driver when attached to a passenger train and also when attached to the rear of a
goods train. When attached to the rear of a goods train, it will be the duty and responsibility
of this person to apply the hand brakes judiciously in case of run away occurring on a
graded section.

6. The train driver shall be informed that he should work the train carefully as the dead
locomotive will have no brake power at any time. If the dead loco is to be hauled by a light
engine, the speed may be required to be limited on account of limited brake power available
on the light loco. This will be laid down by the CEE of the railway.

7. The Assistant Driver of a train to which a dead electric locomotive has been coupled
should keep frequently looking back to watch for any signal from the staff accompanying
the dead locomotive.

30913 Haulage of a Disabled EMU Train

1. Instructions contained in Para 30912 for haulage of damaged loco shall apply mutatis-
mutandis for movement of a disabled EMU as well.

2. An EMU train which cannot move on its own power but is otherwise fit to be moved, may
be hauled by another EMU train or a steam, electric or a diesel locomotive till it can be
conveniently side-tracked into a siding. Special adopters are provided to enable such
emergency haulage of EMU trains fitted with automatic couplers by means of locomotives.
Drivers must be familiar with the procedure for fitting such adopters. The speed at which a
disabled EMU train may be hauled under such conditions will be as laid down in local
instructions.

3. The relevant General and Subsidiary Rules for moving disabled EMU trains should be
rigidly observed.

30914 Movement of Electric Trains under Conditions of Flooded Tracks

When the tracks are flooded, the restrictions regarding movement of electric locomotive and
EMU trains shall be in accordance with local instructions (see also para 30716).

The traction motor and associated parts including gear case, etc., are designed to permit
propulsion of rolling stock at 10 km/h through water upto a level of 200mm above above
rail level. Further, the traction motors are made completely water-proof to a standing water
depth of 760mm above rail level.

30915 Accidents involving Electric Rolling Stock

The Traction Loco Controller should immediately inform the Officer-in-charge of operation of
Electric Rolling Stock in the event of any accidents involving Electric Rolling Stock. An
Officer or Senior Supervisor of the Electric Rolling Stock section should be invariably
associated with restoration work when derailment or other accidents to Electric hauled
trains are involved. Before restoration commences the shed supervisor shall make
measurements/ checks jointly with the engineering staff to help investigation into the cause
of accident later. For this purpose proforma prescribed in the Accident Manual or issued
under the local orders of the railway should be used. Action shall be taken to preserve the
evidence as far as possible. The restoration work of locomotive and train shall only be
started after the TrD gives clearance.

The checks to be carried out are detailed in the Annexure 9.01.

30916 Look out for OHE Defects

The engine crew of all trains shall keep a sharp look out and report any defects in OHE
noticed by them to the TPC from the nearest station. Such defects need not be confined to
the line on which train is moving but in the entire vicinity. They should give as detailed
information as possible on the nature of the breakdown, its location whether the masts have
been uprooted, whether both lines in a double track section have been affected etc. The
OHE defects as observed by the driver may be of any one of the following classification:

1. Uprooting of or damage to OHE masts on account of cyclone, derailments etc.

2. Entanglement of pantographs with the OHE.

3. Snapping of OHE conductors.

4. Flash-over or other damage to insulators.

5. Faults on account of stray wires etc.

6. Theft of OHE conductors,

30917 Pantograph Entanglement

The officer or supervisor of the Electrical Department arriving first at site of a breakdown,
particularly those involving entanglement of pantographs with the OHE, should make a very
careful note of all relevant details pertaining to the break-down and also prepare a sketch
indicating the particulars. He will also arrange for preservation of such evidence as may be
useful subsequently for investigating the cause of the breakdown.

Items to be checked on the pantograph and OHE are indicated in the Annexures 9.02 and
9.03.

Maintenance Staff, after ensuring that OHE is dead, and earthed in association with OHE
staff will climb on the roof of the locomotive. They will remove the HPT links of the damaged
pantograph and earth it and will secure the pantograph with wire rope from the base frame
of the pantograph in such a manner that it does not come in contact with OHE during the
run.

30918 Protection of Train in Case of Loco Failure and / or OHE Supply Failure

1. When overhead supply fails, the Driver shall endeavour to proceed on the momentum of
the train. and see whether he can reach the next station otherwise he will stop the
locomotive close an emergency socket. To help the Driver, arrow marks are painted on the
faces of OHE masts indicating the direction in which the nearest emergency socket lies. If
power supply is not restored within 5 minute after stopping the train, he should make use of
his portable telephone to ascertain from the TPC through the emergency telephone socket
the time when the supply is expected to be restored. If it is likely to be more than 15
minutes then the Driver should apply air and hand-brakes on the loco and pin down brakes
on 10 wagons immediately behind the loco in the case of goods trains and all available hand
brakes in the case of passenger trains.

If the Driver is unable to stop the train close to the emergency telephone socket, and is
likely to take more than 15 minute to ascertain the time of restoration of the over head
power supply from TPC he must first protect the train against rolling as indicated above and
then contact the TPC.

The same instructions shall be observed in case of electric loco failure when it becomes
necessary to make the loco dead and call for assistance.
2. In addition, the precautions prescribed in General and Subsidiary Rules for protection of
trains when stopping out of course should be observed.

3. If after power, is restored, the Driver experiences tripping again, he shall not energize
the locomotive until he has personally satisfied himself that there is no abnormality on his
locomotive.

4. The locomotive will not be left unmanned in such an eventuality.

30919 Parting of Trains

1. Failure of inter-vehicle couplers can cause train partings. This can be due to sudden
acceleration or braking causing jerky motion of vehicles. Such jerks cause waves of
alternate compression and tension in inter-vehicle couplers passing down the train length
and the weakest coupler is liable to break.

2. Drivers will observe following precautions to avoid parting of trains:

a) When starting a train, attractive effort should be applied gradually to ensure that all the
couplings are fully tight.

b) Pick up speed notch by notch and start train smoothly.

c) Do not release brakes too fast after destroying vacuum by using double exhausters.

d) It is not enough to be guided solely by the vacuum gauge. Sufficient time (3 to 5 mt.)
should be allowed for full release of vacuum brakes.

e) Do not use loco independent air brakes to stop trains.

f) Ensure engine coupling is properly tightened / locked before starting a train.

3. When a parting occurs the driver (in the front portion) should not endeavour to stop the
front portion of the train, but should allow the portion to move forward to the extent
possible to prevent the possibility of the rear portion colliding with the front portion. The
automatic brakes applied on parting may not be effective equally on both the halves of the
parted train.

30920 Firefighting Appliances for Electric Rolling Stock

1. Every electric locomotive should be provided either with 2 number of 4 kg capacity or 4

number of 1.25 kg capacity halon type fire extinguishers to IS: 11108, one in each cab and
remaining in each corridor. The fire extinguishers shall be fixed on brackets at approved
points in the cabs and corridors. The ATFR on duty will be responsible for ensuring that the
locos leave with the full complement of fire extinguishers. Sufficient number of spare fire
extinguishers should be available with the ATF(R) to replace defective and damaged fire
extinguishers.

In exceptional circumstances CEE may authorize change in complement and / or type of the
fire extinguishers.

2. On EMU, 2 number of 2.5 kg. capacity Halon type fire extinguisher should be provided in
each of the cabins occupied by motorman and Guard and also one number of Halon type
extinguisher of the same capacity should be provided in each motor-coach of EMU. As in the
case of other passenger trains, the Operating Department will be responsible for custody of
the fire extinguishers and their issue to the Guard at the originating station of each EMU
rake.

3. All the staff of electrical department connected with the running and operation of trains
should be duly trained for fire fighting and use of fire extinguishers within the locos and
EMUs.

4. The staff should be trained in taking necessary precautions as enumerated in para 30921.

30921 Fires in Electric Rolling Stock

Preventive Maintenance and Inspection

1. The presence of a large quantity of oil in the transformers and tap-changers of electric
locos and EMUs makes it possible for even minor fires to spread and assume serious
proportion. Leakage of oil from exhausters and compressors results in accumulation of oil on
the loco flooring causing spread of fires. An essential step in prevention of fires in locos is,
therefore, to control the leakage of oil from exhausters, compressors and pipe lines and to
arrange periodic cleaning of the locos to remove accumulated oil. Always use funnel of
proper shape for tapping of oil to prevent spillage.

2. The arcing horns should be properly attended to during inspections. The arc-chute should
be properly secured and the securing arrangement periodically checked. The arc-chute
should also be cleaned during inspections.

3. In addition to periodic cleaning of the bogies and underframe to remove oily dust, it is
also important that rheostatic and regenerative braking, where provided, is kept in working
order and drivers trained to make use of these on graded sections, obviating the need for
heavy mechanical braking as far as possible thus preventing sparks from brake blocks.

4. Rating of the fuses particularly of low voltage dc circuits are to be checked periodically to
eliminate the possibility of fires due to short circuits / overloads etc. Always ensure that the
proper sizes and types of fuses are used for replacement. Check calibration of MCBs during
POH. Use MCBs and fuses of only approved suppliers as laid down by RDSO.

5. Ensure that all the protective relays are in good working order and are properly
calibrated. Do not bypass any protection on the rolling stock.

6. A loose connection is a potential source of fire. Proper tightness of all the connections is,
therefore, to be ensured and this point is to be given particular attention during inspections.
Coaches commissioned after POH or new coaches after commissioning should be thoroughly
checked up for loose connection as during the first few days, loose connections will show up.
Ensure that all the connections secured with a nut and bolt are provided with a set of plain
and spring washers.

7. Insulation failures can result from surface flash overs due to presence of dirt and dust. It
is, therefore, essential that proper cleaning of terminal connections, bus bars, insulators and
equipment is done during schedules as laid down to remove oil and dust.

8. Fires in control equipment cubicles are a problem and usually lead to considerable
damage. A particular difficulty is the detection of fire and, therefore, the fire is likely to get
a good hold before it is noticed. Ensure that proper maintenance of the equipments inside
the cubicles is done and the equipments are carefully looked at during inspection for any
developing faults.

9. Batteries constitute some fire or explosion risk when they are being given a heavy
charge. Heavy charging can be either due to malfunction of the charging equipment or
carelessness when charging from the shop floor rectifier. It is therefore Important to check
that the ventilation provided in the battery box is not choked. The staff should, therefore,
be made aware of the danger of overcharging.

10. Use only approved quality of cables and furnishing material for repairs. Proper care
should be taken while laying down the new cables so that no damage to the insulation is
caused.

11. In order to monitor healthy condition of insulation of wiring and equipment, insulation
resistance should be measured periodically in sheds and during POH in shops, and records
kept.

12. In the event of fire it is essential that the main circuit breaker is tripped and the battery
fuses of locomotives and EMUs are immediately removed to eliminate the continued feeding
of the fault by the battery.

30922 Technical Investigation into Fires

Every case of fire minor or major, Irrespective of the location, whether In power, auxiliary
or control circuits, should be investigated very carefully, even though an inquiry in
accordance with the Accident Rules may not be called for. The causes as established by the
investigation should be analyzed by the Sr DEE / DEE personally to identify areas requiring
further investigation and to tighten up preventive measures. A report on each case of fire
should also be furnished to CEE. The general guidelines to check up the items in locomotive
in the event of fire, is given Annexure 9.04.

30923 Fire Accidents

1. Fires in trains, whether carrying passengers or not, resulting in loss of human life or
injury to any person or loss of or damage to railway property to the extent of or more than
the value prescribed are required to be treated as "accidents" and have to be inquired into
in accordance with the "Rules for Reporting and inquiring into Accidents". Fires in other
railway premises resulting in damage to railway property of the prescribed value or over are
also to be treated as "accidents". Fire accidents involving loss of human life or injury to
persons or damage to railway property estimated to cost equal to or over a prescribed value
have also to be reported as soon as possible on telephone to the Railway Board by the
General Manager through Operating (Safety) Branch. Procedure laid down in the Finance
Manual should be followed.

2. When electrical installations or electric rolling stock are involved or when there is
possibility that the fire was caused by electrical short circuit or due to defect or
malfunctioning of electrical equipment, a representative of the Electrical Department should
invariably be a member of the inquiry committee. Rules also require that a representative of
the Security Department should be associated with all inquiries into fire accidents. On
arrival at the site of fire they will collect necessary evidence and make out a joint report in
consultation with the representative of the security department.
3. The composition of the inquiry committees and the method of disposal of the report of
the inquiry committee will be as laid down in the "Rules for Reporting and Inquiring into
Accidents" issued by the Zonal Railways.

30924 Electrical Safety

Procedure for reporting of electrical accidents and action to be taken have also been laid
down in Vol. I of this manual. The various authorities to be informed in case of injury /
death due to accidental contact with live installations have also been indicated.

Following guidelines are specifically meant for Electrical Rolling Stock. These are to be
observed and in no way nullify or counter any of the instructions laid down elsewhere by the
CEE in his capacity as Electrical Inspector to the Government of India.

1. All Loco / EMUs sheds should ensure that the various interlocks provided on the high
tension compartments are effective and it is not possible to open HT compartment until the
pantograph is in lowered position and is fully earthed.

2. Drivers / Motormen should not enter the HT compartment unless the pantograph has
been lowered and fully earthed.

3. Drivers / Motormen should be fully trained in operations necessary to ensure electrical

safety.

30925 Rehabilitation of Fire/Accident Damaged Rolling Stock

The items need to be checked up before the electric rolling stock is taken for rehabilitation
for its suitability is given is Annexure 9.05.

Annexure 9.01

ITEMS TO BE CHECKED ON ELECTRIC LOCO AFTER DERAILMENT/ACCIDENT

Loco No ............................................................ Homing

Shed................................................

Date of Accident................................................................... Train

No...............Stn.............................

1. Cab Equipment

1.1 Position of notch repeater (NR).

1.2 Position of master controller, SMGR, tap changer.

1.3 Hasher lights, Head lights and Horns.

1.4 Condition of speedometer-

(The Telco chart should be removed and sealed after the joint signature)

1.5 Brake equipment

1.5.1 Single loco:

(a) Position of MPF/A9, loco independent brake valve/SA9, Assistant Driver, Emergency
brake valve RS/D1 and hand brake in both the cabs.

(b) Condition of various gauges.

(c) Whether any of the bogie brakes is in isolated condition; if so, since how long?

(d) Position of angle cock (of BP and FP of locomotive).

(e) Position of lead/trail cock of MU2B valve and 3/4" isolating cock A8.

(f) Whether the circuit for automatic brake application is effective in case dynamic brake
fails or not.

1.5.2 Multiple locos

(a) All the items mentioned under item 1.5.1 above.

(b) Position of MPF/A9, loco independent brake valve/SA9, Assistant Driver emergency
brake valve RS/D1 and hand brake of both the cabs in rear locomotives.

(c) Position of lead trail cock of MU2B and 3/4" isolating cock A8 of all rear locos.

(d) Loco brake isolating cocks position in all the rear locos.

(e) Whether interconnecting pressure pipes are properly connected and isolating cocks are
in open position.

2. Under-frame Equipment

2.1 (a) Wheels measurement

Sl No Wheel Wheel Tyre Thickness Root Flange Visual abnormality including

No. guage diameter wear wear hitting/flash mark on wheel face
thread

(b) Journal condition (c) Lateral clearance of axle box (d) Proud metal of wheel disc.

2.2 Cattle guard.

2.3 Draw bar coupler

2.4 Traction gear

2.5 Equaliser beams/safety brackets.

2.6 Bogie frame.

2.7 Primary & secondary suspension springs.

2.8 Gear case bolts. .

2.9 Traction motor suspension unit bolts.

2.10 Safety strip.

2.11 Brake rigging components.

3. Miscellaneous

3.1 Hitting marks on cattle guard and other undergear equipment.

3.2 Any other deficiency in the under-gear equipment.

Annexure 9.02

PANTO ENTANGLEMENTS : ITEMS TO BE CHECKED ON PANTOGRAPH

1) Check that the pantograph wearing strips are properly fastened with the panto pan and
there are no loose fasteners or bent strips or deep grooves on the strips. Pantograph strip
joints must be smooth so as not to hinder smooth riding of the contact wire on the pan.

2) Check that the grease plate is properly fastened.

3) Check the bow plunger for free sliding while pressing. Check that the split pins are intact.

4) Check the horizontality of the panto pan and its free vertical movement. Check the
transverse flexibility of the pan by pulling transversely at the middle cross member with a
force of 50 kg. The displacement of the pan at the middle cross member should 36 + 5mm.
Check that the positioning link is not bent/cracked or dislocated from the fixing pivots.
Check the intactness of split pins.

5) Check the pantograph frame for signs of bending or cracks. Check the springs for any
cracks.

6) If possible, take the measurement of the pan as per the Fig. 9.01.

7) Check the broken or cracked fittings of the pantograph and see whether the cracks are
old or fresh.
 Annexure9.03

PROFQRMA FOR RECORDING MEASUREMENT/OBSERVATION W RESPECT OF OHE

IN CASE OF PANTO ENTANGLEMENT.

1. Location

2. Height of contact wire above main line.

3. Height of contact wire of turnout/cross-over-above R.L.

4. Stagger of contact wire of main line.

5. Stagger of contact wire of turn-out/cross-over.

6. Length of steady arm holding main line contact wire.

7. Length of steady arm holding turn-out/crossover contact wire.

8. Position of Registration tube and register arm dropper clip.

9. Track separation at obligatory point.

10. Position at which horn of pantograph Jumped above contact wire.

11. Vertical height of steady arm clamp from register arm.

12. Hitting marks on the steady/Registration arm tube, P.G. Clamps droppers contact wire,
dropper dip, splices, Jumpers, if any.

13. Condition of cracked or broken OHE fittings such as damps, catenary suspension
bracket, splices and clips etc. Check whether the cracks are fresh or old.

14. Check free vertical movement of the steady arm.

Above observations will be made on every mast within at least 500 m in the rear of the
location of entanglement.

Annexure 9.04

ITEMS TO BE CHECKED UP AFTER THE FIRE IN A LOCOMOTIVE

1. Position of master controller, SMGR drum and tap position of tap changer.

2. Condition of DJ , whether locked or in open condition?

3. Whether relays, particularly QLM, QRST, QOP, QOA, are in tripped condition or normal?

4. Condition of HOBA, HQOP and HQOA knife switches.

5. Condition of fuses.

6. Condition of CGR1, CGR2, CGR3 and RGR.

7. Arc-chute of CGRs, line and shunting contactors, auxiliary circuit contactors.

8. Condition of contactors - whether found in wedged or welded condition.

9. Possibility of loose connections at the terminal points.

10. Possibility of overheating due to poor thimbling.

11. Identify the location of the cable where globules are found formed.
12. Identify the area / zone where the damage to the locomotive is extensive due to fire.

13. Condition of 25 kV bushings of the transformer- whether burnt after bursting or simply
burnt or not damaged.

14. Possibility of transformer oil splashing with special attention to any sign of oil in
conservator.

15. Condition of tap changer with particular attention to splashing of oil and flash-over of
the taps.

16. Condition of other electrical equipment like rectifier block, inductive shunt, auxiliary
machines and traction motors for any abnormality entailing fire in the locomotive.

17. Polarity of the smoothing reactor, if not damaged fully.

18. Condition of brake blocks, wheel disc for over-heating and melting of brake blocks.
Search out molten pieces of brake blocks, if any on SL.

19. Whether the fire took place when dynamic brake was in applied condition. If so,
whether" thermal relay of DBR was in working order. Examine the condition of DBR
resistances.

20. Presence of any inflamable material like jute, rubber etc.

21.. Abnormality, if any already indicated in the log- book by the driver which could lead to
fire.

22. Take this statement of crew and other personnel traveling on the locomotive about how
the fire originated.

23. Whether specified fire extinguishers were available in the locomotive and used by the
driver and how many of them were found effective?

Annuxure 9.05

ITEMS TO BE CHECKED UP BEFORE TAKING UP SPECIAL REPAIR OF

FIRE/ACCIDENT

DAMAGED LOCOMOTIVE

All the items given below need attention for a locomotive involved in a major accident,
affecting the under-frame. However, checking up of only under-frame and item 3 is
necessary in case a major fire damaged locomotive is taken for rehabilitation.

1. Electrical equipment

1.1 Condition of tap changer plate, oil level in the gauge glass.

1.2 25 kV condenser bushing for physical damage and oil leakage.

1.3 Fixing/foundation bolt of all equipment.

1.4 Visual inspection for any damage 2 Mechanical equipment

2.1 Under-frame

(a) Visually inspect the under frame main sills for crack/local deformation/squareness.

(b) Measure height of couplers/buffers

(c) Measure important dimensions of the under frame and examine for any bend/twist. The
typical dimensions which are required to be recorded for WAG-5 class of locomotive are
given in Fig. 9.02 (Sheet 1, 2).

(d) Measure camber by running a piano cord from end to end of the locomotive. If there is a
negative camber, the under-frame is likely to have under-gone a permanent set. It is
normally not possible to set right such deformation except when it is localised or is on a
non-stress bearing member.

(e) Any separation between under frame and shell.

(f) Coupler, coupler pin, draft lugs (inside the coupler pocket) for crack/deformation, (g)
Holding arrangement of each equiment and shear checks, etc.

2.2 Bogie and Brake rigging

(a) Visually examine the bogie frame and brake rigging for any damage with special
attention to cracks.

(b) Measure all dimensions of bogie frame and examine for its deformation/squareness.

(c) Condition of the interfaces of the bogie frame with underframe.

(d) Condition of axle box roller bearing and horn liners.

(e) Bending of axle and traction motor shaft.

(f) Cracks/deformation of equaliser beam, spring and spring seats. 3. Miscellaneous

3. Miscellaneous

Visual inspection of all equipment of locomotive for any damage and deficiency.
 CHAPTER X

ROLLING STOCK STATISTICS

31001 Annual Statements

Following Annual Statements are compiled as laid down in the Manual of Statistical
Instructions Volume II issued by the Ministry of Railways.

Statement Electric Locomotives and Electric Motor Coaches as on 31st March.

10 A
Statement Additions to or reductions in locomotives and Electric Motor Coaches
11 during the year ending 31st March.
Statement Train & Engine km.
17
Statement Engine Hours.
18
Statement Running of train and speed.
20
Statement Shunting and Light running.
21
Statement Engine Usage
22
Statement Loads of train
23
Statement Repairs of rolling stock
26(a)
Statement Cost of repairs & maintenance of rolling stock.
26(b)
Statement Electric Power Consumption by class of service (exclusive of power
27(c) consumption on EMU services)
Statement Working of Electric Department.
30 Table
Statement EMU Suburban Trains Statistics.
32

31002 Monthly Statements

Monthly statements are compiled by each railway indicating the Locomotive Performance as
per Statement 4 A and Statement 5 (A) (Fuel and Power Statistics) and Electric Multiple
Units (EMUs) suburban train performance as per statement 8 Part I and Statement 8 Part II
as indicated in the Manual of Statistical Instructions Volume I issued by the Ministry of
Railways.

31003 Daily Position

Loco / EMU position as on 00.00 hr. will be put up to CEE every day. (Refer Para 30216)

31004 Shed-wise Performance

Each Shed will indicate Performance of Electric Locomotives on Railways in the following
Proforma Shed-wise (To be prepared monthly for each type of loco and for the whole shed)
(A) Shed.......

1. Holding of Locos

2. Availability (Hourly)

a) Passenger

b) Goods including Dept., Shunting, Banking etc.

c) Spares

3.
Ineffectiveness Number
%

i) Statistical

a) POH and shop/shed special repairs/attention

b) AOH and IOH

c) Other unscheduled repairs (if more than a day)

d) Total

ii) Hourly

a) POH and Shop/Shed special repairs/attention

b) AOH and IOH

c) Minor servicing

d) Unscheduled repairs

e) Total

4. Failures (Service wise)

i) Total

ii) Failure Rate per 100 locos/month

iii) Unscheduled withdrawals

iv) Total kilometre earned

5. Engine km per engine Failure

6. Utilization (Territorial Basis) E km/day in use.

a) Goods (Through)

b) Passenger

c) All services

7. Total Engine km/per day earned

(Average for the month)

a) Goods services

b) Passenger services.

31005 Combined Driver's and Guard's Report

The only basis of the operating statistics which give the vital performance index of a
particular type of locomotive or the shed emanates from Combined Guard's and Driver's
Report Part -1 and Part - II (attached). This report in addition to being an instrument of
payment of wages, running and overtime allowances to the crew, also becomes the basis of
operating statistics. This goes to the statistical office and gets coded in the coded sheet for
operating statistics. It is therefore important that the ATFRs should check very particularly
all the details given in the joint report so that the operating indices of the shed are not
vitiated.

31006 Nomination for Foreign Railway

In addition, the locomotive nominated for foreign Railway shall be issued with Trip Card, a
sample proforma is attached. The trip card is also sent to the statistical office after the loco
touches the homing shed. This also helps to keep correct record of the performance the
(misprint)motive.

CHAPTER XI

TECHNOLOGICAL ADVANCEMENTS

31101 Introduction

Some of the recent technological innovations introduced by Foreign Railways are discussed
below. Advantages offered by these innovations in respect of operating performance and
maintainability have also been indicated. With a view to use developed technology of 3-
phase drive system on Indian Railways, import of 3-phase drive system locomotives with
technology transfer for subsequent indigenous manufacture is on hand.

31102 Conversion Equipment

1. With the availability of thyristor of higher power handling capability use of tap changer is
being eliminated making the equipment entirely static. This will not only reduce attention
required but also enhance reliability. Other very important benefit achieved by the thyristors
is the capability they offer to control individually the supply to each motor permitting full
utilization of the adhesion existing between the wheels and the rails.

2. Indian Railways have imported 12 locomotives from Japan and six from Sweden with this
technology (WAG 6 series). Earlier a few experimental thyristor units were also fitted in
existing locomotives, some of them with indigenous know-how. Indian Railways have also
imported 25 sets of thyristor control traction equipment for fitment on 25 kV ac MG EMUs
from UK. These are being fitted on 25 kV ac MG EMU coaches at ICF, Madras. Seven such
thyristor controlled EMU rakes are presently in operation on MG Section of Southern
Railway.

31103 Controls

With the advent of solid state devices in general, and microprocessors in particular, more
and more sophistication has become possible. Other things remaining the same, with step
less control and consequent non-pulsating torque offered by such controls, higher average
tractive effort can be achieved . The solid state control is fast acting and methods are now
available to detect incipient slip and take corrective action before the slippage becomes
uncontrollable and curative action is called for by reducing the tractive effort applied. Thus
the locomotives can be made to develop tractive efforts to very high levels of adhesion co-
efficient.

31104 Drive

1. One of the severe restrictions imposed on the capability of electric locomotives is the dc
series motor. These motors have limitations on their use because of windings on the rotor
and assembly of commutators, making it vulnerable against centrifugal forces and
requirements of satisfactory commutation. The 3-phase asynchronous motor with a bar
rotor does not have the surface speed limitations. The useful portion of its speed torque
characteristics is only near its synchronous speed. This useful portion can be spread over a
wide range by varying the synchronous speed through frequency control.

2. With the advent of Gate Turn Off (GTO) thyristors problems associated with conversion of
dc into multiphase ac system have been eliminated and use of 3-phase synchronous /
asynchronous motor has become feasible. "Variable Voltage and Variable Frequency" (VWF)
control has been developed and use of induction motors as traction drives has been tried
successfully on the different railway systems. With induction machines a maximum surface
speed of 100 m /s is achievable and an rpm level of 4500 has been accepted in the railway
systems in Europe. This considerably increases the output power of the traction motor for
the same size. This state of art technology has yet to arrive in our country.

3. Typical power circuit along with brief details of locomotive fitted with asynchronous
motors is shown in Fig. 11.01.

31105 Power Rating

1. Necessity for increasing the throughput resulted in the design of BOX "N" wagons. With
these wagons, a trailing load of 47001 has been optimized. Further improvements are under
consideration which may result in a maximum trailing load of 51001 on the existing loop
lengths. Also efforts are on hand to increase the maximum speed of these stock to 100
km/h. For trailing loads of 4700 t, a 6000 HP locomotive with 45 t starting effort was taken
as an optimum. Once the trailing load is increased to 5100 t and the speed potential to 100
km/h, the horsepower requirements further go up to 8000 with a starting tractive effort of
501. Indian Railways will require a 8000 HP loco to meet the increasing throughputs of
freight traffic.

31106 Other Developments on Hand

1. Indigenous development of multiplexing and locotrol for use on long passenger and
heavy-hauled goods trains.

2. Indigenous development of on board power factor correction equipment for improving

power factor of locomotive.

3. Indigenous development of fault diagnostics for locomotive.

 ANNEXURE 11.01

ELECTRIC LOCOMOTIVES WITH 3-PHASE DRIVES

1. Introduction

Till electronics came into the field of traction recently, the best suited drive for traction
application was the dc series motor because of its inherent characteristics to give high
torque at low speeds and vice-versa. The dc series motor was the best solution found for
meeting the actual service as well as control requirements. On a fixed frequency, the
asynchronous motor has a characteristic which is not well suited for traction application.
However, this motor is of rugged construction when compared to a dc motor and requires
much lower inputs for maintenance. Therefore its choice as a traction motor will always be
preferred if control of the motor to suit the service requirements is possible. With the
development of GTO thyristors, power electronics and micro processor control, controlling of
any drive to suit specific requirements has become quite easy. In the circumstances,
adoption of 3-phase induction motor for traction application has been tried for the past 10
years and has now become commercially viable proposition. The control is being achieved
through variable voltage and variable frequency briefly referred to as WVF. Originally
thyristors were used with commutation requirements for cut off. With the advent of GTO,
the control has been made much simpler and more efficient thus use of 3-phase
asynchronous motors for traction could also become financially viable.

A locomotive with 3-phase asynchronous motor drive has the following advantages :

- higher power capability due to high power/weight ratio,

- regeneration capability over a wide speed range,

- lesser maintenance,

- unity power factor at pantograph,

- higher adhesion.

2. Principle of control of 3-phase drives:

The speed/torque characteristic of an induction motor supplied from a 3-phase voltage

source of fixed frequency "f" is of the form shown in Fig. 11.02.

It may be seen that at low speed, the torque is small and the stator current is high. The
zone normally usable lies at the extreme from the point of maximum torque, in the vicinity
of synchronous speed. For traction applications a high TE is necessary for starting and
accelerating the train. Therefore, when constant torque is required, It is necessary to obtain
whole series of characteristics curves such as shown in Fig. 11.03. This calls for change in
synchronous speeds and therefore variable frequency.

3. Control scheme for induction motors :

The control of the ac induction motor drive in traction application is achieved in 3 stages �

i) Constant torque mode : The torque developed by a motor is proportional to the product of
the magnetic flux in the air gap, and the rotor current. The applied voltage is proportional to
the synchronous frequency and the magnetic flux in the air gap. To keep the magnetic flux
constant, therefore, the applied voltage to the traction motor is to be made proportional to
the synchronous speed.

The rotor current depends upon the slip frequency of the rotor. By keeping this constant,
the rotor current is also kept constant. This is possible till the voltage is increased to the
rated terminal voltage of the traction motor. Thus in this mode the control is achieved by
increasing the voltage and frequency uniformly with respect to the actual speed of the
rotation of the rotor and the required slip frequency.

ii) Constant power mode : In this mode the voltage is already reached to the rated voltage.
By increasing the frequency, the magnetic flux in the air gap is reduced proportionately. By
keeping the slip frequency constant, the motor current is kept constant. Thus the motor is
made to give constant power output till the maximum service speed is reached.

iii) Balancing speed stage: Once the maximum pre-determined speed is achieved, the same
power output from the traction motor may not be required and the output is to be matched
to meet the resistance of the train for running at the balancing speed. This is achieved by
suitably reducing the terminal voltage of the traction motor.

These functions are performed through micro processor control giving various inputs of
parameters like voltage, current and speed.

iv) Converter/Invertors System : In order to achieve the above control requirements, the
converter/ invertors system with a dc link is adopted. The converter rectifies the ac voltage
to dc and feeds it to the dc link. The dc link supplies power to the invertors. The converter
output power is controlled by controlling the output current keeping the dc link voltage
constant. The invertors output power is controlled by varying the terminal voltage initially
till the full voltage is achieved. However the motor output current is kept constant.

The control of output current of the converter and output voltage of the invertors is
achieved by pulse width modulation control.

The power circuit diagram of a typical 3-phase locomotive fitted with asynchronous motors
is shown in Fig.11.01.
 CHAPTER XII

TRAINING AND COMPETENCY CERTIFICATES

I. TRAINING

31200 Introductory

Electric traction is a specialized field. Efficient operation and maintenance of the traction
installations and equipment is only possible if the staff concerned have acquired an intimate
knowledge of the details of construction, adjustments and operation of the equipment. A
thorough knowledge of the special rules and procedures on the part of the staff is also
essential to ensure safety of equipment and personnel. These requirements call for a degree
of specialized training for all categories of staff before they can be safely entrusted with the
responsibility for maintenance or operation.

31201 Planning of Training in Advance

Before electric traction is commissioned on any section, adequate strength of well-trained

operating, maintenance and running staff should be kept ready for operating the services.
Planning the recruitment and training of such staff well in advance is one of the most
important tasks of the open line administration. This applies in particular to steam/diesel
running staff who would become surplus to requirements on introduction of electric traction
and hence have to be absorbed as running staff to operate electric rolling-stock. Timely
release of such staff for draining should be pre-planned and ensured by the Electrical
Department in co-ordination with the Mechanical Department. It is also necessary to
establish sufficiently in advance suitable training schools with qualified instructors and
facilities for imparting the training.

31202 Categories to be Trained

Categories of staff for whom special training is required to be organized are generally as
under�

1. Degree and Diploma holders recruited directly as Supervisors.

2. Apprentice Mechanics to be absorbed as Supervisors.

3. Trade Apprentices to be absorbed as skilled artisans.

4. Diesel/ Steam Drivers to be trained as Drivers of electric locos and EMUs.

5. Artisans and supervisory staff to undergo Refresher Courses.

6. Running staff to be posted as TLCs etc.

31203 Initial Training

1. Categories of staff mentioned below should receive a period of initial training in a training
establishment before they are posted to working posts�
a) Directly recruited supervisors.

b) All categories of running staff, whether directly recruited or absorbed from steam/diesel
sections.

c) Skilled and semi-skilled artisan staff for maintenance.

d) Any other category to be approved by CEE.

2. The period of initial training for typical categories is given below, which may be modified
by CEE in accordance with local requirements�

a) Direct recruited supervisors (Degree and Diploma Holders)�

i) Electric Loco Section 18 months

ii) EMU Section 12 months

b) Steam/Diesel Drivers to be absorbed as Electric Running Staff.

i) Asst. Drivers 12 weeks

ii) Grade 'C 20 weeks

iii) Grade 'B' or 'A' 48 weeks

c) Skilled artisans for maintenance�

i) Direct recruits, 60 weeks .

ii) To be absorbed from Diesel/Steam

or Electric general services 30 weeks

3. In addition to theoretical training, the trainees should receive thorough practical training
on the work they will have to perform on completion of training. In all cases they should
have a period as under-study to senior and experienced staff in Actual execution of the type
of work they have to perform on completion of training.

4. For artisan staff the practical training should be oriented to enable them to understand
and be able to carry out independently skilled work of the type covered by 'inspection
books', 'inspection charts', 'trouble-shooting charts' and "technical charts'.

31204 Promotional Courses

1. No employee can be promoted unless he passes the trade test or other prescribed
departmental test. The purpose of the semi-skilled category is to enable a man to study
under the skilled man and take the trade test in due course.

2. When an employees is promoted, he should, as a rule, receive a period of training to

enable him to discharge his responsibilities in the higher post e.g., a semi-skilled fitter on
promotion as a skilled fitter. Such training should precede the departmental tests to
determine suitability for promotion. The training should be generally on the same lines as
initial training, but the period in most cases can be curtailed since the employee would
already have a certain amount of background knowledge on account of his experience.

Particular attention should be paid to the older men, who although very proficient in the
practical aspects of their work, are unable to pass the prescribed trade tests etc. in regard
to the theoretical aspects because of their poor educational background. It often happens in
consequence that they are blocked for promotion although they are fit for promotion in
every other respect. By paying individual attention to such men and teaching them
elementary theory, they could be made sufficiently proficient to pass the trade tests in full.
This not only ends their frustration, but boosts up staff morale as a whole.

31205 Refresher Courses

1. In accordance with instructions current on the subject, refresher courses should be

arranged. This is obligatory for those categories of staff dealing with "safety of train
operation or having daily contacts with the public". The following is an illustrative list of staff
coming within the scope of these instructions:-

Drivers, Asst. Drivers, Motormen, Shunters, Engine Turners, Supervisors and Artisans
responsible for examination and certification of fitness of running gear of locos and EMUs.

TLCs and Driving Inspectors

2. Similar refresher courses are also desirable for other categories of maintenance staff. The
categories of staff for whom refresher courses are to be arranged can be decided by the
General Manager in accordance with para 117(a) of the Indian Railway Establishment
Manual.

3. The object of the refresher courses is to reinforce the knowledge of the staff and bring
them up-to-date in regard to the latest rules and procedures and instructions regarding
operation and maintenance in the light of operating experience. The duration of the
refresher course for each category may be decided by CEE to suit local conditions. The
duration for typical categories is given below for guidance�

a) Supervisors 3 weeks

b) Drivers/Asst. Drivers 3 weeks

c) Artisan Staff 2 weeks

4. For categories of staff liable for inter-divisional transfers, programming of refresher

courses should be arranged by the headquarters office. For staff confined to a particular
division, the programming should be done at the divisional level.

5. Apart from rules and regulations, the refresher courses for running staff should lay
emphasis on troubleshooting procedures for various types of locos and EMUs. Drivers have
to deal with some types of failures only rarely and hence they tend to forget the details.
Though such details are given in the Trouble-Shooting Manuals, actual drilling during the
refresher course will be of great benefit. This involves repetition of the same exercise
several times so as to make a lasting impression and not to be forgotten easily.

6. During the refresher courses, it will be very useful to arrange group discussions amongst
the trainees on specific problems encountered during the course of work. Such group
discussions will be of great assistance in view of the opportunity for exchange of information
based on actual experience In working.

31206 Facilities for Training

1. Facilities have been provided on an All India basis for the intensive specialized training of
officers and staff of the Electrical Department. In addition the facilities available with the
different Zonal Railways have to be utilized to best advantage.

2. Training schools for Drivers are attached to major electric loco sheds. These schools
should be used to a limited extent for training of artisan staff and supervisors. Apart from
cut-models, charts, circuit diagrams etc. the training schools should contain "simulators' to
demonstrate the functioning of locos, the circuit combinations resulting from operation of
the master controller etc. These simulators should be used to drill the trainees in the correct
method of operation and systematic trouble-shooting.

3. The 'simulator' provided consists of the HT and LT control apparatus as provided in the
locos and working models of items such as pantograph, tap-changer etc. A driving cab
similar to the cab in a loco is available, complete with master controller, brake controller,
control switches, gauges, indicator lamps etc. From this driving position the equipment in
the simulator can be operated to demonstrate the functioning of the various components.
By actually handling the controls, the trainees can learn the correct sequence of operation
and get a 'feel' of the equipment as actually functioning.

The Instructor can reproduce faults similar to those occurring in actual practice e.g.,
tripping of circuit breaker due to overload, earth faults, traction motor faults etc. The
trainees can get familiar with the correct method of trouble-shooting as detailed in the
trouble-shooting directory and by repeated practice become fully acquainted with the
correct procedure.

4. In any traction training establishment, the essential equipment to be provided for

instructional purposes should include the following:-

a) Special tools and instruments used in electric traction.

b) Cut-models to show constructional details of equipment.

c) Circuit diagrams, sectionalising diagrams, etc., preferably illuminated and arranged to

show the sequence of operations.

d) Samples of damaged equipment with tablets explaining the nature of failures and
preventive checks.

e) Publicity boards with slogans and illustrations emphasizing safe methods of working.

f) Boards illustrating 'Do's' and 'Dont's'.

g) Preferably full working models.

31207 Training in General and Subsidiary Rules

Electric running staff as well as supervisors, when required, should receive initial training as
well as refresher courses in General and Subsidiary Rules normally in the Zonal
Transportation Schools, which usually have excellent model rooms to facilitate the proper
understanding of the rules and systems of working. In exceptional cases when such training
cannot be arranged conveniently in the Zonal Schools, CEE may authorize the training in
GRs & SRs to be included in the syllabus for training in Loco Training Schools. Separate
Instructors well-versed in the subject should, however, be provided invariably.

31208 Responsibility of Officer and Supervisors

Apart from those in-charge of training establishments, other officers and supervisors in-
charge of operation and maintenance should also take a keen personal interest in the
training of all grades of staff attached to them. They should deem it as part of their duty to
guide the trainees and watch their progress. Training is a continuous process which helps
the officers as much as the trainees not only in developing contacts on a personal level, but
also in understanding the finer points of operation and maintenance. A record of progress
achieved, the period of training given etc. should be maintained for every trainee.

31209 Examination at the end of Training

All trainees should pass prescribed examination on completion of training. The scope of
examination and the level of officers and supervisor responsible for examining will be laid
down by CEE. The examination should have a practical bias. The examination of Drivers, for
instance, should include practical tests in trouble shooting as well as correct driving and
braking techniques.

31210 Specialized Training

1. Selected supervisors and officers from the user railways should be deputed to CLW and
ICF to be associated with the production of each batch of electric loco and EMU stock. Such
association of the maintenance staff at the production stage will be of great help in giving
them an insight into constructional details of the equipment.

2. Similarly when large contracts are entered into for supply of electric traction equipment
incorporating new designs and technology, it is usual practice to include in the contract a
clause which permits some staff of the consignee railways to be deputed to the
manufacturer's works during the production stage for practical training on the equipment,
so that they may get thoroughly acquainted with the operation and maintenance of the
equipment, taking advantage of the training facilities available with the contracting firms.

31211 Syllabi

Guidelines for syllabus of two categories of staff are given below. Syllabus on the same lines
shall be prepared for all courses of trainings.

1. Driver Grade 'C (Conversion from Steam/Diesel) Duration: 20 weeks.

A. Theoretical:

(a) Basic principles of electricity - clear notions about voltage, current, power, resistance
etc. - use of electrical measuring instruments for measuring voltage, current and insulation
resistance - clear notions about ac and dc simple electrical circuits.

(b) Principles of ac and dc generators, transformers, rectifying devices - tap-changers, lead

acid and alkaline cells, relays, magnetic and pneumatic cotactors.
(c) Study of power and control circuits of different types of locos used in hauling freight
trains -familiarization with the names, symbols and physical location of all equipment.

(d) Essential details of mechanical equipment of different types of locos used in freight
trains.

(e) Details of pneumatic and brake equipment.

(f) Procedure for preparation of locos for service - principles of driving, acceleration, speed
control, use of gradient marks, procedure to be followed at neutral sections, correct use of
electrical and mechanical brakes.

(g) Study of rules specially applicable to electric traction.

(h) Safety precautions, prevention of wheel-slip and parting.

(i) Procedure for obtaining emergency power block for roof inspection.

(j) Rules regarding fire fighting in electrical installations and practice use of common types
of fire extinguishers.

(k) Study of standing instructions.

B. Practical:

(a) Work with the maintenance staff to get familiar with equipment.

(b) Detailed study of trouble-shooting directory for each type of loco and actual practice of
each case.

(c) Practice inspection of outgoing and incoming locos in shed.

(d) Driving under the supervision of a senior and experienced Driver after learning road.

2. Supervisor (Electric Loco) - Direct Recruits - Degree or Diploma Holders

Duration: 18 months.

A. Theoretical:

(a) General principles of 25 kV traction installations and rolling stock.

(b) Detailed study of mechanical and electrical details of all types of locos in the railway
including bogies and suspension, power transmission, braking system, hauling capacity,
power and control circuits and details of all traction and auxiliary equipment. Become
thoroughly familiar with circuit diagrams, symbols and physical location of all equipment.

(c) Maintenance organization in the shed - section-wise distribution of work with particular
reference to responsibility of each supervisor in the shed, functioning of PPO, Maintenance
schedules, inspection books, inspection chart, technical charts etc.

(d) Work done during POH of loco.

(e) Rolling-stock operation-outstation maintenance, loco links, control over running staff,
Traction Loco Control.

(f) Procedure for indenting and accountal of stores T & P Register.

(g) Rules and regulations - Factories Act, HOER, Payment of Wages Act, Workmen's
Compensation Act, Leave and Pass Rules, Rules for Overtime Working etc.

B. Practical

(a) In the shed some time should be spent in each section to study details of maintenance
carried out by designated workmen and some time to understudy the section supervisor.
When attached to E1 and M1 sections, the trainee should undertake trouble-shooting
independently.

(b) In the POH shop, in a similar manner as above in each section.

II COMPETENCY CERTIFICATES

31212 Authorized Person

An "authorized person" is one who is duly authorized to perform specific duties pertaining to
his employment, the authorization being made by an official of the Railway Administration
empowered for that purpose.

31213 Competency Certificate

Each authorized person will be given a "Competency Certificate", defining the works which
he is authorized to carry out after he has been trained, examined and found fit.

The following categories of rolling stock staff shall be issued with the certificates by the
official indicated against each category after written/oral test as shown:

1. Asstt. Driver . TR-10 DEE(RS)/DEE(OP) after (Elec. Loco)

written, oral and practical tests as
prescribed.
2. Driver (Elec. Loco) TR-11 -do-
3. Motorman (EMU train) TR-12 -do-
4. Shunter/Engine Turner TR-13 -do-

31214 Period of Training

The period of training mentioned in the following paragraphs may be modified, if considered
essential by CEE, taking local circumstances into account.

31215 Drivers, Asstt. Drivers and Motormen

Drivers, Asst. Drivers and Motormen should undergo courses of training and tests indicated
below before they are issued with the Competency Certificates:�

1. A prescribed course of training in General and Subsidiary Rules in the Zonal Training
School or other approved training establishment followed by a written, oral and practical
test.

2. A course of training as indicted in paras 31203 and 31211 in the Electric Loco School in
the operation of the particular types of Locos/EMUs he is expected to work, including
trouble-shooting procedures to be followed by written, oral and practical tests.

3. Training for a period of one month to "learn the road" in the specified section, at the end
of which the employee should sign a declaration that he is fully conversant with the road.

4. Practical training for a period of 2 months in the actual driving of the particular type of
Loco/EMU under the supervision of a qualified Driver or Driving Instructor followed by a
driving test by Sr.DEE(RS)/Sr.DEE(OP).

5. Prescribed medical examination.

Fresh training to the extent authorized by CEE and tests as per items (2) and (4) above will
be required before the employee is allowed to operate any other type of Loco/EMU.

31216 Register of Certificates

A register of Competency Certificates shall be maintained in the office of every supervisory

official, as per proforma given in Annexure 12.01, showing all staff working under him who
have been issued with the Certificates:

31217 Service Record

An entry should be made in the service sheet of every employee who has been issued with a
Competency Certificate.

31218 Inspections

During inspections Officers and Supervisors should make it a point to check the certificates
in the possession of the various staff and also test-check their knowledge of the rules
pertaining to their work.

...........RAILWAY

ELECTRICAL DEPARTMENT

No..........................

CERTIFICATE OF COMPETENCE No.Tr-10

 (For Asst. Drivers of Elec. Locos)

Shri......................is authorized to work as an Asst. Driver in the Section between

and......................on the following types of Electric Locomotives:�

His written declaration* dated.........................that he is fully familiar with the signals in

the above section has been noted in issuing this certificate.

He is NOT authorized to operate a locomotive independently.

Dated...............

.....................................

DEE(RS)/DEE(OP)

* This declaration must be countersigned by Driving Inspector and personally scrutinized by

the officer before issuing this certificate. Before countersigning the declaration, the Driving
Inspector shall orally examine the employee for his knowledge of road.

.............RAILWAY

ELECTRICAL DEPARTMENT

No...........

CERTIFICATE OF COMPETENCE No.TR-11

(For Drivers of Elec. Locos)

Shri....................................is authorized to work as a Driver of Elec. Locomotives of the

following types........................................

in the section between...........................and.......................... on Goods/ Passenger/Mail

and Express trains.

His written declaration* dated.....................that he is fully familiar with the signals in the
above section has been noted in issuing this certificate.

Date.................

............................
DEE(RS)/DEE(OP)

* This declaration must be countersigned by Driving Inspector and personally scrutinized by

the Officer before issuing this certificate. Before countersigning the declaration, the Driving
Inspector should orally examine the employee for his knowledge of road.

............RAILWAY

ELECTRICAL DEPARTMENT

No............

CERTIFICATE OF COMPETENCE No. Tr-12

(For Motormen of EMU trains)

Shri.....................................is authorized to work as a Motorman in the Section between

............................ ....... ....and..............on

the following types of EMU trains:�

His written declaration* dated...........................that he is fully familiar with the signals in

the Section has been noted in issuing this certificate.

Dated................

............................

DEE(RS)/DEE(OP)

* This declaration must be countersigned by Driving Inspector and personally scrutinized by

the Officer before issuing this certificate. Before countersigning the declaration, the Driving
Inspector should orally examine the employee for his knowledge of road.

..............RAILWAY

ELECTRICAL DEPARTMENT

No..................

CERTIFICATE OF COMPETENCE No.TR-13

(For Shunters/Engine Turners of Elec. Locos and EMUs)

Shri....................................... is authorized to work as a Shunter/Engine Turner of Electric
Locos/EMU trains in the electrified yards and sidings of the section
between........................... and...........................

His written declaration* dated.......................that he is fully familiar with the signals in the
above yards and sidings has been noted in issuing this certificate.

He is NOT authorized to operate Electric Locos/EMUs outside the limits of the above yards
and sidings.

Dated....................

...................................

DEE(RS)/DEE(OP)

* This declaration must be countersigned by Driving Inspector and personally scrutinized by

the Officer before issuing this certificate. Before countersigning the declaration, the Driving
Inspector shall orally examine the employee for his knowledge of road.

Annexure 12.01

Proforma of Competency Certificates

Station
Date of Name of the official where Date of
Certificate
Designation test and who conducted the the periodic Remarks
No.
issue test employee check
is posted
APPENDIX-I

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APPENDIX-II
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APPENDIX-III
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